Aeronautical Information Manual ( AIM ) Change 3

U.S. Department of Transportation Federal Aviation Administration

A ERONAUTICAL

I NFORMATION

M ANUAL

Change 3 September 5, 2024 DO NOT DESTROY BASIC DATED April 20, 2023

AIM 9/5/24

Aeronautical Information Manual

Explanation of Changes

Effective: September 5, 2024

a. 1 − 2 − 4. RECOGNIZING, MITIGATING, AND ADAPTING TO GPS INTERFERENCE (JAMMING OR SPOOFING) This change provides additional guidance and recommendations for jamming and/or spoofing of Global Positioning System (GPS) and reiterates the need for pilots’ reporting of events.

b. 3 − 5 − 2. MILITARY TRAINING ROUTES This change adds explanatory material on Special Military Advisory Routes (SMARs).

c. 4 − 4 − 12. SPEED ADJUSTMENTS 5 − 4 − 1. STANDARD TERMINAL ARRIVAL PROCEDURES This change adds language to clarify that any published speed, including a chart note speed, is canceled when aircraft are vectored or deviate off of a procedure.

d. 4 − 4 − 12. SPEED ADJUSTMENTS This change is being made to align ICAO language with NAS orders and procedures by removing “turbojet” as the only aircraft that can be assigned a Mach number speed.

e. 4 − 5 − 2. AIR TRAFFIC CONTROL RADAR BEACON SYSTEM (ATCRBS) APPENDIX 3. ABBREVIATIONS/ACRONYMS This change removes the note in subparagraph 4 − 5 − 2c; FIG 4 − 5 − 3 and FIG 4 − 5 − 4 that illustrate the old systems; and references to Automated Radar Terminal System in Appendix 3, Abbreviations/Acronyms.

f. 5 − 4 − 5. INSTRUMENT APPROACH PROCEDURES (IAP) CHARTS This change corrects the inconsistency between documents and charting to reflect the current method of procedure titling.

g. Editorial Changes An editorial change to subparagraph 5 − 1 − 1d corrects the time frame for updating Section Charts from 6 months to 56 days.

h. Entire Publication Additional editorial/format changes were made where necessary. Revision bars were not used because of the insignificant nature of these changes.

Explanation of Changes E of Chg − 1

9/5/24 AIM

AIM Change 3

Page Control Chart

September 5, 2024 REMOVE PAGES DATED INSERT PAGES DATED Checklist of Pages CK − 1 through CK − 8 . . . . 4/20/23 Checklist of Pages CK − 1 through CK − 8 . . . . 9/5/24 Table of Contents i through xiii . . . . . . . . . . . 3/21/24 Table of Contents i through xiii . . . . . . . . . . . 9/5/24 1 − 2 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 1 − 2 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 1 − 2 − 10 and 1 − 2 − 11 . . . . . . . . . . . . . . . . . . . . 4/20/23 1 − 2 − 10 through 1 − 2 − 12 . . . . . . . . . . . . . . . . . 9/5/24 3 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 3 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 3 − 5 − 2 through 3 − 5 − 4 . . . . . . . . . . . . . . . . . . . 10/5/23 3 − 5 − 2 through 3 − 5 − 4 . . . . . . . . . . . . . . . . . . . 9/5/24 3 − 5 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 3 − 5 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/5/24 3 − 5 − 6 through 3 − 5 − 8 . . . . . . . . . . . . . . . . . . . 4/20/23 3 − 5 − 6 through 3 − 5 − 8 . . . . . . . . . . . . . . . . . . . 9/5/24 4 − 4 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 4 − 4 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 4 − 4 − 8 through 4 − 4 − 14 . . . . . . . . . . . . . . . . . . 4/20/23 4 − 4 − 8 through 4 − 4 − 14 . . . . . . . . . . . . . . . . . . 9/5/24 4 − 5 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 4 − 5 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 4 − 5 − 4 through 4 − 5 − 25 . . . . . . . . . . . . . . . . . . 4/20/23 4 − 5 − 4 through 4 − 5 − 21 . . . . . . . . . . . . . . . . . . 9/5/24 5 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 5 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/5/24 5 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 5 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 5 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 5 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/5/24 5 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 5 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/5/24 5 − 4 − 3 and 5 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . 4/20/23 5 − 4 − 3 and 5 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . 9/5/24 5 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 5 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/5/24 5 − 4 − 6 through 5 − 4 − 13 . . . . . . . . . . . . . . . . . . 4/20/23 5 − 4 − 6 through 5 − 4 − 13 . . . . . . . . . . . . . . . . . . 9/5/24 5 − 4 − 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 5 − 4 − 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 Appendix 3 − 1 through Appendix 3 − 3 . . . . . . 4/20/23 Appendix 3 − 1 through Appendix 3 − 3 . . . . . . 9/5/24 Appendix 3 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . 10/5/23 Appendix 3 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . 10/5/23 PCG − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 PCG − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/5/24 PCG A − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 PCG A − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 PCG A − 2 and PCG A − 3 . . . . . . . . . . . . . . . . 4/20/23 PCG A − 2 and PCG A − 3 . . . . . . . . . . . . . . . . 9/5/24 PCG A − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 PCG A − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/5/24 PCG A − 5 and A − 6 . . . . . . . . . . . . . . . . . . . . . 4/20/23 PCG A − 5 and PCG A − 6 . . . . . . . . . . . . . . . . 9/5/24 PCG A − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/21/24 PCG A − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/5/24 PCG A − 8 through PCG A − 11 . . . . . . . . . . . . 4/20/23 PCG A − 8 through PCG A − 11 . . . . . . . . . . . . 9/5/24 PCG A − 12 through PCG A − 21 . . . . . . . . . . . 3/21/24 PCG A − 12 through PCG A − 21 . . . . . . . . . . . 9/5/24 PCG D − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 PCG D − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/5/24 PCG D − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 PCG D − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/20/23 PCG P − 3 and PCG P − 4 . . . . . . . . . . . . . . . . . 3/21/24 PCG P − 3 and PCG P − 4 . . . . . . . . . . . . . . . . . 9/5/24 PCG P − 5 and PCG P − 6 . . . . . . . . . . . . . . . . . 10/5/23 PCG P − 5 and PCG P − 6 . . . . . . . . . . . . . . . . . 9/5/24 PCG S − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/5/23 PCG S − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/5/23 PCG S − 6 and PCG S − 7 . . . . . . . . . . . . . . . . . 10/5/23 PCG S − 6 and PCG S − 7 . . . . . . . . . . . . . . . . . 9/5/24 PCG S − 8 and PCG S − 9 . . . . . . . . . . . . . . . . . 3/21/24 PCG S − 8 and PCG S − 9 . . . . . . . . . . . . . . . . . 9/5/24 PCG S − 10 through PCG S − 12 . . . . . . . . . . . . 10/5/23 PCG S − 10 through PCG S − 12 . . . . . . . . . . . . 9/5/24 PCG W − 1 through PCG W − 2 . . . . . . . . . . . . 4/20/23 PCG W − 1 and PCG W − 2 . . . . . . . . . . . . . . . . 9/5/24 Index 1 − 1 through Index 1 − 13 . . . . . . . . . . . . 3/21/24 Index 1 − 1 through Index 1 − 13 . . . . . . . . . . . . 9/5/23 Page Control Chart i

9/5/24 AIM

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 1 − 1 − 11 3/21/24 Cover 9/5/24 Chapter 2. Aeronautical 1 − 1 − 12 4/20/23 Lighting and Other Airport Record of Changes N/A Visual Aids 1 − 1 − 13 4/20/23 Exp of Chg − 1 10/5/24 1 − 1 − 14 4/20/23 Section 1. Airport Lighting Exp of Chg − 2 3/21/24 Aids 1 − 1 − 15 4/20/23 Exp of Chg − 3 9/5/24 1 − 1 − 16 4/20/23 2 − 1 − 1 3/21/24 1 − 1 − 17 10/5/23 2 − 1 − 2 4/20/23 Checklist of Pages 1 − 1 − 18 10/5/23 2 − 1 − 3 4/20/23 CK − 1 9/5/24 1 − 1 − 19 4/20/23 2 − 1 − 4 3/21/24 CK − 2 9/5/24 1 − 1 − 20 3/21/24 2 − 1 − 5 4/20/23 CK − 3 9/5/24 1 − 1 − 21 4/20/23 2 − 1 − 6 4/20/23 CK − 4 9/5/24 1 − 1 − 22 4/20/23 2 − 1 − 7 4/20/23 CK − 5 9/5/24 1 − 1 − 23 3/21/24 2 − 1 − 8 4/20/23 CK − 6 9/5/24 1 − 1 − 24 4/20/23 2 − 1 − 9 4/20/23 CK − 7 9/5/24 1 − 1 − 25 4/20/23 2 − 1 − 10 4/20/23 CK − 8 9/5/24 1 − 1 − 26 3/21/24 2 − 1 − 11 4/20/23 1 − 1 − 27 3/21/24 2 − 1 − 12 3/21/24 Subscription Info 10/5/23 1 − 1 − 28 3/21/24 2 − 1 − 13 4/20/23 Comments/Corr 4/20/23 1 − 1 − 29 3/21/24 2 − 1 − 14 4/20/23 Basic Flight Info 4/20/23 1 − 1 − 30 3/21/24 Publication Policy 4/20/23 1 − 1 − 31 3/21/24 Section 2. Air Navigation and Reg & Advis Cir 4/20/23 1 − 1 − 32 3/21/24 Obstruction Lighting 1 − 1 − 33 3/21/24 2 − 2 − 1 4/20/23 Table of Contents 1 − 1 − 34 3/21/24 2 − 2 − 2 4/20/23 i 9/5/24 1 − 1 − 35 3/21/24 ii 9/5/24 1 − 1 − 36 3/21/24 Section 3. Airport Marking iii 9/5/24 1 − 1 − 37 3/21/24 Aids and Signs iv 9/5/24 1 − 1 − 38 3/21/24 2 − 3 − 1 4/20/23 v 9/5/24 1 − 1 − 39 3/21/24 2 − 3 − 2 4/20/23 vi 9/5/24 1 − 1 − 40 3/21/24 2 − 3 − 3 4/20/23 vii 9/5/24 1 − 1 − 41 3/21/24 2 − 3 − 4 4/20/23 viii 9/5/24 2 − 3 − 5 4/20/23 ix 9/5/24 2 − 3 − 6 4/20/23 x 9/5/24 Section 2. Performance − Based 2 − 3 − 7 4/20/23 xi 9/5/24 Navigation (PBN) and Area 2 − 3 − 8 4/20/23 xii 9/5/24 Navigation (RNAV) 2 − 3 − 9 4/20/23 xiii 9/5/24 1 − 2 − 1 4/20/23 2 − 3 − 10 4/20/23 1 − 2 − 2 4/20/23 2 − 3 − 11 4/20/23 Chapter 1. Air Navigation 1 − 2 − 3 4/20/23 2 − 3 − 12 4/20/23 Section 1. Navigation Aids 1 − 2 − 4 4/20/23 2 − 3 − 13 4/20/23 1 − 1 − 1 3/21/24 1 − 2 − 5 4/20/23 2 − 3 − 14 3/21/24 1 − 1 − 2 3/21/24 1 − 2 − 6 4/20/23 2 − 3 − 15 4/20/23 1 − 1 − 3 3/21/24 1 − 2 − 7 4/20/23 2 − 3 − 16 4/20/23 1 − 1 − 4 3/21/24 1 − 2 − 8 4/20/23 2 − 3 − 17 4/20/23 1 − 1 − 5 4/20/23 1 − 2 − 9 4/20/23 2 − 3 − 18 3/21/24 1 − 1 − 6 4/20/23 1 − 2 − 10 9/5/24 2 − 3 − 19 3/21/24 1 − 1 − 7 4/20/23 1 − 2 − 11 9/5/24 2 − 3 − 20 3/21/24 1 − 1 − 8 4/20/23 1 − 2 − 12 9/5/24 2 − 3 − 21 4/20/23 1 − 1 − 9 4/20/23 2 − 3 − 22 4/20/23 1 − 1 − 10 4/20/23 Checklist of Pages CK − 1 AIM 9/5/24

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 2 − 3 − 23 4/20/23 3 − 5 − 6 9/5/24 Section 3. Airport Operations 2 − 3 − 24 4/20/23 3 − 5 − 7 9/5/24 4 − 3 − 1 4/20/23 2 − 3 − 25 4/20/23 3 − 5 − 8 9/5/24 4 − 3 − 2 4/20/23 2 − 3 − 26 3/21/24 3 − 5 − 9 4/20/23 4 − 3 − 3 3/21/24 2 − 3 − 27 3/21/24 3 − 5 − 10 10/5/23 4 − 3 − 4 4/20/23 2 − 3 − 28 4/20/23 3 − 5 − 11 10/5/23 4 − 3 − 5 4/20/23 2 − 3 − 29 4/20/23 4 − 3 − 6 4/20/23 2 − 3 − 30 4/20/23 4 − 3 − 7 4/20/23 2 − 3 − 31 4/20/23 Chapter 4. Air Traffic Control 4 − 3 − 8 4/20/23 2 − 3 − 32 4/20/23 4 − 3 − 9 3/21/24 Section 1. Services Available to 2 − 3 − 33 4/20/23 Pilots 4 − 3 − 10 4/20/23 2 − 3 − 34 4/20/23 4 − 3 − 11 4/20/23 2 − 3 − 35 4/20/23 4 − 3 − 12 4/20/23 4 − 1 − 1 4/20/23 2 − 3 − 36 4/20/23 4 − 3 − 13 3/21/24 4 − 1 − 2 4/20/23 4 − 3 − 14 4/20/23 4 − 1 − 3 3/21/24 Chapter 3. Airspace 4 − 1 − 4 4/20/23 4 − 3 − 15 4/20/23 4 − 3 − 16 4/20/23 Section 1. General 4 − 1 − 5 4/20/23 4 − 1 − 6 4/20/23 4 − 3 − 17 3/21/24 3 − 1 − 1 4/20/23 4 − 3 − 18 4/20/23 4 − 1 − 7 4/20/23 3 − 1 − 2 4/20/23 4 − 3 − 19 4/20/23 4 − 1 − 8 4/20/23 3 − 1 − 3 4/20/23 4 − 3 − 20 4/20/23 4 − 1 − 9 3/21/24 4 − 3 − 21 4/20/23 4 − 1 − 10 4/20/23 Section 2. Controlled Airspace 4 − 3 − 22 3/21/24 4 − 1 − 11 4/20/23 3 − 2 − 1 4/20/23 4 − 3 − 23 4/20/23 4 − 1 − 12 4/20/23 3 − 2 − 2 4/20/23 4 − 3 − 24 4/20/23 4 − 1 − 13 4/20/23 3 − 2 − 3 4/20/23 4 − 3 − 25 4/20/23 4 − 1 − 14 3/21/24 3 − 2 − 4 4/20/23 4 − 3 − 26 3/21/24 4 − 1 − 15 3/21/24 3 − 2 − 5 4/20/23 4 − 3 − 27 3/21/24 4 − 1 − 16 3/21/24 3 − 2 − 6 4/20/23 4 − 3 − 28 3/21/24 4 − 1 − 17 4/20/23 3 − 2 − 7 4/20/23 4 − 3 − 29 3/21/24 4 − 1 − 18 4/20/23 3 − 2 − 8 4/20/23 4 − 3 − 30 3/21/24 4 − 1 − 19 4/20/23 3 − 2 − 9 3/21/24 4 − 3 − 31 3/21/24 4 − 1 − 20 4/20/23 3 − 2 − 10 4/20/23 4 − 3 − 32 3/21/24 4 − 1 − 21 4/20/23 3 − 2 − 11 3/21/24 4 − 3 − 33 3/21/24 4 − 1 − 22 10/5/23 4 − 3 − 34 3/21/24 4 − 1 − 23 10/5/23 Section 3. Class G Airspace 4 − 3 − 35 3/21/24 3 − 3 − 1 4/20/23 4 − 3 − 36 3/21/24 Section 2. Radio 4 − 3 − 37 3/21/24 Communications Phraseology Section 4. Special Use Airspace and Techniques 3 − 4 − 1 4/20/23 4 − 2 − 1 4/20/23 Section 4. ATC Clearances and 3 − 4 − 2 4/20/23 4 − 2 − 2 4/20/23 Aircraft Separation 3 − 4 − 3 4/20/23 4 − 2 − 3 4/20/23 4 − 4 − 1 4/20/23 4 − 2 − 4 4/20/23 4 − 4 − 2 4/20/23 Section 5. Other Airspace 4 − 2 − 5 4/20/23 4 − 4 − 3 4/20/23 Areas 4 − 2 − 6 4/20/23 4 − 4 − 4 4/20/23 3 − 5 − 1 3/21/24 4 − 2 − 7 4/20/23 4 − 4 − 5 4/20/23 3 − 5 − 2 9/5/24 4 − 2 − 8 4/20/23 4 − 4 − 6 4/20/23 3 − 5 − 3 9/5/24 4 − 2 − 9 3/21/24 4 − 4 − 7 4/20/23 3 − 5 − 4 9/5/24 4 − 4 − 8 9/5/24 3 − 5 − 5 9/5/24 CK − 2 Checklist of Pages 9/5/24 AIM

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 4 − 4 − 9 9/5/24 Section 7. Operational Policy/ Section 3. En Route Procedures for the Gulf of Mexico 4 − 4 − 10 9/5/24 Procedures 50 NM Lateral Separation 4 − 4 − 11 9/5/24 5 − 3 − 1 4/20/23 Initiative 4 − 4 − 12 9/5/24 5 − 3 − 2 4/20/23 4 − 4 − 13 9/5/24 5 − 3 − 3 4/20/23 4 − 7 − 1 4/20/23 4 − 4 − 14 9/5/24 5 − 3 − 4 4/20/23 4 − 7 − 2 4/20/23 5 − 3 − 5 4/20/23 Section 5. Surveillance 5 − 3 − 6 4/20/23 Chapter 5. Air Traffic Systems 5 − 3 − 7 4/20/23 Procedures 4 − 5 − 1 4/20/23 5 − 3 − 8 4/20/23 Section 1. Preflight 4 − 5 − 2 4/20/23 5 − 3 − 9 4/20/23 5 − 1 − 1 9/5/24 4 − 5 − 3 3/21/24 5 − 3 − 10 4/20/23 5 − 1 − 2 3/21/24 4 − 5 − 4 9/5/24 5 − 3 − 11 4/20/23 5 − 1 − 3 4/20/23 4 − 5 − 5 9/5/24 5 − 3 − 12 4/20/23 5 − 1 − 4 3/21/24 4 − 5 − 6 9/5/24 5 − 3 − 13 4/20/23 5 − 1 − 5 4/20/23 4 − 5 − 7 9/5/24 5 − 3 − 14 3/21/24 5 − 1 − 6 4/20/23 4 − 5 − 8 9/5/24 5 − 3 − 15 4/20/23 5 − 1 − 7 4/20/23 4 − 5 − 9 9/5/24 5 − 3 − 16 4/20/23 5 − 1 − 8 4/20/23 4 − 5 − 10 9/5/24 5 − 3 − 17 4/20/23 5 − 1 − 9 3/21/24 4 − 5 − 11 9/5/24 5 − 3 − 18 4/20/23 5 − 1 − 10 3/21/24 4 − 5 − 12 9/5/24 5 − 3 − 19 4/20/23 5 − 1 − 11 3/21/24 5 − 3 − 20 4/20/23 4 − 5 − 13 9/5/24 5 − 1 − 12 3/21/24 5 − 3 − 21 4/20/23 4 − 5 − 14 9/5/24 5 − 1 − 13 3/21/24 5 − 3 − 22 4/20/23 4 − 5 − 15 9/5/24 5 − 1 − 14 3/21/24 5 − 3 − 23 4/20/23 4 − 5 − 16 9/5/24 5 − 1 − 15 3/21/24 5 − 3 − 24 4/20/23 4 − 5 − 17 9/5/24 5 − 1 − 16 3/21/24 5 − 3 − 25 4/20/23 4 − 5 − 18 9/5/24 5 − 1 − 17 3/21/24 5 − 3 − 26 4/20/23 4 − 5 − 19 9/5/24 5 − 1 − 18 3/21/24 5 − 3 − 27 4/20/23 4 − 5 − 20 9/5/24 5 − 1 − 19 3/21/24 5 − 3 − 28 4/20/23 4 − 5 − 21 9/5/24 5 − 1 − 20 3/21/24 5 − 3 − 29 4/20/23 5 − 1 − 21 3/21/24 Section 6. Operational Policy/ 5 − 3 − 30 4/20/23 Procedures for Reduced Vertical Separation Minimum (RVSM) in Section 2. Departure Section 4. Arrival Procedures the Domestic U.S., Alaska, Procedures Offshore Airspace and the San 5 − 4 − 1 4/20/23 5 − 2 − 1 3/21/24 Juan FIR 5 − 4 − 2 3/21/24 5 − 2 − 2 3/21/24 4 − 6 − 1 4/20/23 5 − 4 − 3 4/20/23 5 − 2 − 3 4/20/23 4 − 6 − 2 4/20/23 5 − 4 − 4 4/20/23 5 − 2 − 4 4/20/23 4 − 6 − 3 4/20/23 5 − 4 − 5 3/21/24 5 − 2 − 5 4/20/23 4 − 6 − 4 4/20/23 5 − 4 − 6 9/5/24 5 − 2 − 6 4/20/23 4 − 6 − 5 4/20/23 5 − 4 − 7 9/5/24 5 − 2 − 7 4/20/23 4 − 6 − 6 4/20/23 5 − 4 − 8 9/5/24 5 − 2 − 8 4/20/23 4 − 6 − 7 4/20/23 5 − 4 − 9 9/5/24 5 − 2 − 9 4/20/23 4 − 6 − 8 4/20/23 5 − 4 − 10 9/5/24 5 − 2 − 10 4/20/23 4 − 6 − 9 4/20/23 5 − 4 − 11 9/5/24 5 − 2 − 11 4/20/23 4 − 6 − 10 4/20/23 5 − 4 − 12 9/5/24 5 − 2 − 12 4/20/23 5 − 4 − 13 9/5/24 5 − 2 − 13 4/20/23 5 − 4 − 14 4/20/23 5 − 2 − 14 4/20/23 5 − 2 − 15 4/20/23 Checklist of Pages CK − 3 AIM 9/5/24

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 15 5 − 4 − 4/20/23 5 − 4 − 65 4/20/23 6 − 2 − 7 4/20/23 5 − 4 − 16 4/20/23 6 − 2 − 8 4/20/23 5 − 4 − 17 4/20/23 6 − 2 − 9 4/20/23 Section 5. Pilot/Controller 5 − 4 − 18 4/20/23 Roles and Responsibilities 6 − 2 − 10 4/20/23 5 − 4 − 19 4/20/23 6 − 2 − 11 4/20/23 5 − 5 − 1 4/20/23 20 5 − 4 − 4/20/23 6 − 2 − 12 4/20/23 5 − 5 − 2 4/20/23 5 − 4 − 21 4/20/23 6 − 2 − 13 4/20/23 5 − 5 − 3 4/20/23 5 − 4 − 22 4/20/23 6 − 2 − 14 4/20/23 5 − 5 − 4 4/20/23 5 − 4 − 23 4/20/23 6 − 2 − 15 4/20/23 5 − 5 − 5 4/20/23 5 − 4 − 24 4/20/23 6 − 2 − 16 4/20/23 5 − 5 − 6 4/20/23 25 5 − 4 − 4/20/23 5 − 5 − 7 4/20/23 5 − 4 − 26 4/20/23 5 − 5 − 8 4/20/23 Section 3. Distress and 5 − 4 − 27 4/20/23 Urgency Procedures 5 − 5 − 9 4/20/23 5 − 4 − 28 4/20/23 5 − 5 − 10 4/20/23 6 − 3 − 1 4/20/23 5 − 4 − 29 4/20/23 6 − 3 − 2 4/20/23 30 5 − 4 − 4/20/23 6 − 3 − 3 4/20/23 Section 6. National Security 5 − 4 − 31 4/20/23 and Interception Procedures 6 − 3 − 4 4/20/23 5 − 4 − 32 4/20/23 6 − 3 − 5 4/20/23 5 − 6 − 1 4/20/23 5 − 4 − 33 4/20/23 6 − 3 − 6 4/20/23 5 − 6 − 2 4/20/23 5 − 4 − 34 4/20/23 5 − 6 − 3 4/20/23 6 − 3 − 7 4/20/23 35 5 − 4 − 4/20/23 6 − 3 − 8 4/20/23 5 − 6 − 4 4/20/23 5 − 4 − 36 4/20/23 5 − 6 − 5 4/20/23 5 − 4 − 37 4/20/23 5 − 6 − 6 4/20/23 Section 4. Two − way Radio 5 − 4 − 38 4/20/23 5 − 6 − 7 4/20/23 Communications Failure 5 − 4 − 39 4/20/23 5 − 6 − 8 4/20/23 6 − 4 − 1 4/20/23 40 5 − 4 − 4/20/23 5 − 6 − 9 4/20/23 6 − 4 − 2 4/20/23 5 − 4 − 41 4/20/23 6 − 4 − 3 4/20/23 5 − 6 − 10 4/20/23 5 − 4 − 42 4/20/23 5 − 6 − 11 4/20/23 5 − 4 − 43 4/20/23 Section 5. Aircraft Rescue and 5 − 6 − 12 4/20/23 Fire Fighting Communications 5 − 4 − 44 4/20/23 5 − 6 − 13 4/20/23 45 5 − 4 − 4/20/23 6 − 5 − 1 4/20/23 5 − 6 − 14 4/20/23 5 − 4 − 46 4/20/23 6 − 5 − 2 4/20/23 5 − 6 − 15 4/20/23 5 − 4 − 47 4/20/23 5 − 4 − 48 4/20/23 5 − 4 − 49 4/20/23 Chapter 7. Safety of Flight Chapter 6. Emergency 50 5 − 4 − 4/20/23 Procedures Section 1. Meteorology 5 − 4 − 51 4/20/23 7 − 1 − 1 4/20/23 Section 1. General 5 − 4 − 52 4/20/23 7 − 1 − 2 4/20/23 6 − 1 − 1 4/20/23 5 − 4 − 53 4/20/23 7 − 1 − 3 4/20/23 5 − 4 − 54 4/20/23 7 − 1 − 4 4/20/23 Section 2. Emergency Services 55 5 − 4 − 4/20/23 7 − 1 − 5 3/21/24 Available to Pilots 5 − 4 − 56 4/20/23 7 − 1 − 6 4/20/23 6 − 2 − 1 4/20/23 5 − 4 − 57 4/20/23 7 − 1 − 7 3/21/24 6 − 2 − 2 4/20/23 5 − 4 − 58 4/20/23 7 − 1 − 8 4/20/23 6 − 2 − 3 4/20/23 5 − 4 − 59 4/20/23 7 − 1 − 9 3/21/24 6 − 2 − 4 4/20/23 60 5 − 4 − 4/20/23 7 − 1 − 10 3/21/24 6 − 2 − 5 4/20/23 5 − 4 − 61 4/20/23 7 − 1 − 11 4/20/23 6 − 2 − 6 4/20/23 5 − 4 − 62 4/20/23 7 − 1 − 12 4/20/23 5 − 4 − 63 4/20/23 7 − 1 − 13 4/20/23 5 − 4 − 64 4/20/23 CK − 4 Checklist of Pages 9/5/24 AIM

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 7 − 1 − 14 4/20/23 7 − 1 − 64 4/20/23 7 − 5 − 2 3/21/24 15 7 − 1 − 4/20/23 7 − 1 − 65 4/20/23 7 − 1 − 16 4/20/23 7 − 1 − 66 4/20/23 Section 6. Potential Flight 7 − 1 − 17 4/20/23 7 − 1 − 67 4/20/23 Hazards 7 − 1 − 18 4/20/23 7 − 1 − 68 4/20/23 7 − 6 − 1 4/20/23 7 − 1 − 19 4/20/23 7 − 1 − 69 4/20/23 7 − 6 − 2 3/21/24 20 7 − 1 − 4/20/23 7 − 1 − 70 4/20/23 7 − 6 − 3 3/21/24 7 − 1 − 21 4/20/23 7 − 1 − 71 4/20/23 7 − 6 − 4 3/21/24 7 − 1 − 22 4/20/23 7 − 1 − 72 4/20/23 7 − 6 − 5 3/21/24 7 − 1 − 23 4/20/23 7 − 1 − 73 4/20/23 7 − 6 − 6 3/21/24 7 − 1 − 24 4/20/23 7 − 1 − 74 4/20/23 7 − 6 − 7 3/21/24 25 7 − 1 − 4/20/23 7 − 1 − 75 4/20/23 7 − 6 − 8 3/21/24 7 − 1 − 26 4/20/23 7 − 1 − 76 4/20/23 7 − 6 − 9 3/21/24 7 − 1 − 27 4/20/23 7 − 1 − 77 4/20/23 7 − 6 − 10 3/21/24 7 − 1 − 28 3/21/24 7 − 1 − 78 4/20/23 7 − 6 − 11 3/21/24 7 − 1 − 29 4/20/23 7 − 6 − 12 3/21/24 30 7 − 1 − 4/20/23 7 − 6 − 13 3/21/24 Section 2. Barometric 7 − 1 − 31 3/21/24 Altimeter Errors and Setting 7 − 6 − 14 3/21/24 Procedures 7 − 1 − 32 4/20/23 7 − 6 − 15 3/21/24 7 − 2 − 1 4/20/23 7 − 1 − 33 4/20/23 7 − 6 − 16 3/21/24 7 − 2 − 2 4/20/23 7 − 1 − 34 4/20/23 7 − 6 − 17 3/21/24 35 7 − 1 − 4/20/23 7 − 2 − 3 4/20/23 7 − 6 − 18 3/21/24 7 − 1 − 36 4/20/23 7 − 1 − 37 4/20/23 Section 3. Cold Temperature Section 7. Safety, Accident, Barometric Altimeter Errors, 7 − 1 − 38 4/20/23 and Hazard Reports Setting Procedures and Cold 7 − 1 − 39 4/20/23 7 − 7 − 1 4/20/23 Temperature Airports (CTA) 40 7 − 1 − 3/21/24 7 − 7 − 2 4/20/23 7 − 3 − 1 4/20/23 7 − 1 − 41 4/20/23 7 − 7 − 3 4/20/23 7 − 3 − 2 4/20/23 7 − 1 − 42 4/20/23 7 − 7 − 4 4/20/23 7 − 3 − 3 10/5/23 7 − 1 − 43 4/20/23 7 − 3 − 4 10/5/23 7 − 1 − 44 4/20/23 7 − 3 − 5 10/5/23 45 7 − 1 − 3/21/24 Chapter 8. Medical Facts for 7 − 3 − 6 10/5/23 7 − 1 − 46 4/20/23 Pilots 7 − 3 − 7 10/5/23 7 − 1 − 47 4/20/23 Section 1. Fitness for Flight 7 − 3 − 8 4/20/23 7 − 1 − 48 4/20/23 8 − 1 − 1 4/20/23 7 − 1 − 49 4/20/23 8 − 1 − 2 4/20/23 Section 4. Wake Turbulence 50 7 − 1 − 4/20/23 8 − 1 − 3 4/20/23 7 − 4 − 1 4/20/23 7 − 1 − 51 4/20/23 8 − 1 − 4 4/20/23 7 − 4 − 2 4/20/23 7 − 1 − 52 4/20/23 8 − 1 − 5 10/5/23 7 − 4 − 3 4/20/23 7 − 1 − 53 4/20/23 8 − 1 − 6 4/20/23 7 − 4 − 4 4/20/23 7 − 1 − 54 4/20/23 8 − 1 − 7 4/20/23 7 − 4 − 5 4/20/23 55 7 − 1 − 4/20/23 8 − 1 − 8 4/20/23 7 − 4 − 6 4/20/23 7 − 1 − 56 4/20/23 8 − 1 − 9 4/20/23 7 − 4 − 7 4/20/23 7 − 1 − 57 4/20/23 8 − 1 − 10 4/20/23 7 − 4 − 8 4/20/23 7 − 1 − 58 4/20/23 7 − 4 − 9 4/20/23 7 − 1 − 59 4/20/23 Chapter 9. Aeronautical 60 7 − 1 − 4/20/23 Charts and Related 7 − 1 − 61 4/20/23 Section 5. Bird Hazards and Publications 7 − 1 − 62 4/20/23 Flight Over National Refuges, Section 1. Types of Charts Parks, and Forests 7 − 1 − 63 4/20/23 Available 7 − 5 − 1 4/20/23 Checklist of Pages CK − 5 AIM 9/5/24

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 9 − 1 − 1 4/20/23 Chapter 11. Unmanned Section 8. Other Information 9 − 1 − 2 4/20/23 Aircraft Systems (UAS) and Best Practices 9 − 1 − 3 4/20/23 11 − 8 − 1 4/20/23 Section 1. General 9 − 1 − 4 4/20/23 11 − 8 − 2 4/20/23 11 − 1 − 1 4/20/23 9 − 1 − 5 4/20/23 11 − 8 − 3 10/5/23 11 − 1 − 2 4/20/23 9 − 1 − 6 4/20/23 11 − 8 − 4 4/20/23 9 − 1 − 7 4/20/23 Section 2. Small Unmanned 9 − 1 − 8 4/20/23 Appendices Aircraft System (sUAS) 9 − 1 − 9 3/21/24 Appendix 1 − 1 4/20/23 11 − 2 − 1 4/20/23 9 − 1 − 10 3/21/24 Env N/A 11 − 2 − 2 10/5/23 9 − 1 − 11 3/21/24 Appendix 2 − 1 4/20/23 11 − 2 − 3 4/20/23 9 − 1 − 12 4/20/23 Appendix 3 − 1 9/5/24 9 − 1 − 13 4/20/23 Appendix 3 − 2 9/5/24 Section 3. Large UAS 9 − 1 − 14 4/20/23 Appendix 3 − 3 9/5/24 (MGOW 55 Pounds or More) Appendix 3 − 4 10/5/23 11 − 3 − 1 4/20/23 Chapter 10. Helicopter Appendix 3 − 5 10/5/23 11 − 3 − 2 4/20/23 Operations Appendix 4 − 1 10/5/23 11 − 3 − 3 4/20/23 Section 1. Helicopter IFR Appendix 4 − 2 4/20/23 11 − 3 − 4 4/20/23 Operations Appendix 4 − 3 4/20/23 11 − 3 − 5 4/20/23 10 − 1 − 1 4/20/23 Appendix 4 − 4 4/20/23 11 − 3 − 6 4/20/23 10 − 1 − 2 4/20/23 Appendix 4 − 5 4/20/23 10 − 1 − 3 4/20/23 Appendix 4 − 6 3/21/24 Section 4. Airspace Access for 10 − 1 − 4 4/20/23 Appendix 4 − 7 4/20/23 UAS 10 − 1 − 5 4/20/23 Appendix 4 − 8 3/21/24 11 − 4 − 1 4/20/23 10 − 1 − 6 4/20/23 Appendix 4 − 9 3/21/24 11 − 4 − 2 4/20/23 10 − 1 − 7 4/20/23 Appendix 4 − 10 4/20/23 11 − 4 − 3 4/20/23 10 − 1 − 8 4/20/23 Appendix 4 − 11 4/20/23 11 − 4 − 4 4/20/23 Appendix 4 − 12 4/20/23 11 − 4 − 5 4/20/23 Appendix 4 − 14 4/20/23 Section 2. Special Operations 11 − 4 − 6 4/20/23 Appendix 4 − 15 4/20/23 10 − 2 − 1 10/5/23 11 − 4 − 7 4/20/23 Appendix 4 − 16 4/20/23 10 − 2 − 2 4/20/23 11 − 4 − 8 4/20/23 Appendix 4 − 17 4/20/23 10 − 2 − 3 4/20/23 11 − 4 − 9 4/20/23 Appendix 4 − 18 4/20/23 10 − 2 − 4 4/20/23 Appendix 4 − 19 10/5/23 10 − 2 − 5 4/20/23 Section 5. UAS Pilot Testing, Appendix 4 − 20 10/5/23 10 − 2 − 6 10/5/23 Certification and Appendix 4 − 21 10/5/23 10 − 2 − 7 4/20/23 Responsibilities Appendix 4 − 22 4/20/23 10 − 2 − 8 4/20/23 PAGE DATE Appendix 4 − 23 4/20/23 10 − 2 − 9 4/20/23 11 − 5 − 1 4/20/23 Appendix 5 − 1 4/20/23 10 − 2 − 10 4/20/23 11 − 5 − 2 10/5/23 Appendix 5 − 2 4/20/23 10 − 2 − 11 4/20/23 11 − 5 − 3 4/20/23 Appendix 5 − 3 4/20/23 10 − 2 − 12 4/20/23 10 − 2 − 13 4/20/23 Section 6. Advanced Air 10 − 2 − 14 4/20/23 Mobility 10 − 2 − 15 4/20/23 11 − 6 − 1 4/20/23 10 − 2 − 16 4/20/23 10 − 2 − 17 4/20/23 Section 7. UAS Operations on 10 − 2 − 18 4/20/23 Airports 10 − 2 − 19 4/20/23 11 − 7 − 1 4/20/23 10 − 2 − 20 4/20/23 CK − 6 Checklist of Pages 9/5/24 AIM

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE PCG F − 4 10/5/23 PCG R − 6 4/20/23 P/CG PCG F − 5 10/5/23 PCG R − 7 4/20/23 PCG F − 6 10/5/23 PCG R − 8 3/21/24 PCG − 1 3/21/24 PCG F − 7 10/5/23 PCG R − 9 4/20/23 PCG A − 1 4/20/23 PCG G − 1 3/21/24 PCG R − 10 4/20/23 PCG A − 2 9/5/24 PCG G − 2 3/21/24 PCG R − 11 4/20/23 PCG A − 3 9/5/24 PCG G − 3 4/20/23 PCG S − 1 3/21/24 PCG A − 4 9/5/24 PCG H − 1 4/20/23 PCG S − 2 3/21/24 PCG A − 5 9/5/24 PCG H − 2 4/20/23 PCG S − 3 3/21/24 PGC A − 6 9/5/24 PCG H − 3 4/20/23 PCG S − 4 10/5/23 PCG A − 7 9/5/24 PCG I − 1 4/20/23 PCG S − 5 10/5/23 PCG A − 8 9/5/24 PCG I − 2 4/20/23 PCG S − 6 9/5/24 PCG A − 9 9/5/24 PCG I − 3 10/5/23 PCG S − 7 9/5/24 PCG A − 10 9/5/24 PCG I − 4 10/5/23 PCG S − 8 9/5/24 PCG A − 11 9/5/24 PCG I − 5 10/5/23 PCG S − 9 9/5/24 PCG A − 12 9/5/24 PCG I − 6 4/20/23 PCG S − 10 9/5/24 PCG A − 13 9/5/24 PCG I − 7 4/20/23 PCG S − 11 9/5/24 PCG A − 14 9/5/24 9/5/24 PCG J − 1 4/20/23 PCG S − 12 PCG A − 15 9/5/24 PCG K − 1 4/20/23 PCG T − 1 4/20/23 PCG A − 16 9/5/24 4/20/23 PCG L − 1 PCG A − 17 9/5/24 PCG T − 2 4/20/23 PCG L − 2 4/20/23 PCG A − 18 9/5/24 PCG T − 3 4/20/23 PCG L − 3 4/20/23 PCG A − 19 9/5/24 PCG T − 4 3/21/24 PCG L − 4 4/20/23 PCG A − 20 9/5/24 PCG T − 5 3/21/24 PCG M − 1 3/21/24 PCG A − 21 9/5/24 PCG T − 6 3/21/24 PCG M − 2 4/20/23 PCG B − 1 4/20/23 PCG T − 7 3/21/24 PCG M − 3 4/20/23 PCG B − 2 4/20/23 PCG T − 8 4/20/23 PCG M − 4 4/20/23 PCG C − 1 4/20/23 PCG T − 9 10/5/23 PCG M − 5 4/20/23 PCG C − 2 3/21/24 PCG T − 10 10/5/23 PCG M − 6 4/20/23 PCG C − 3 3/21/24 PCG T − 11 10/5/23 PCG M − 7 4/20/23 PCG C − 4 3/21/24 PCG T − 12 10/5/23 PCG N − 1 3/21/24 PCG C − 5 3/21/24 PCG U − 1 3/21/24 PCG N − 2 4/20/23 PCG C − 6 3/21/24 PCG U − 2 4/20/23 PCG N − 3 4/20/23 PCG C − 7 3/21/24 PCG V − 1 4/20/23 PCG N − 4 10/5/23 PCG C − 8 3/21/24 PCG V − 2 4/20/23 PCG O − 1 4/20/23 PCG C − 9 3/21/24 PCG V − 3 4/20/23 PCG O − 2 4/20/23 PCG C − 10 3/21/24 PCG V − 4 4/20/23 PCG O − 3 4/20/23 PCG C − 11 3/21/24 PCG V − 5 3/21/24 PCG O − 4 4/20/23 PCG C − 12 3/21/24 PCG W − 1 9/5/24 PCG P − 1 4/20/23 PCG W − 2 9/5/24 PCG D − 1 4/20/23 PCG P − 2 10/5/23 PCG D − 2 4/20/23 PCG P − 3 9/5/24 PCG D − 3 9/5/24 Index PCG P − 4 9/5/24 PCG D − 4 4/20/23 I − 1 9/5/24 PCG P − 5 9/5/24 PCG D − 5 4/20/23 I − 2 9/5/24 PCG P − 6 9/5/24 PCG E − 1 10/5/23 I − 3 9/5/24 PCG Q − 1 4/20/23 PCG E − 2 10/5/23 I − 4 9/5/24 PCG R − 1 4/20/23 PCG E − 3 10/5/23 I − 5 9/5/24 PCG R − 2 4/20/23 PCG F − 1 4/20/23 I − 6 9/5/24 PCG R − 3 4/20/23 PCG F − 2 4/20/23 PCG R − 4 4/20/23 PCG F − 3 10/5/23 PCG R − 5 4/20/23 Checklist of Pages CK − 7 AIM 9/5/24

Checklist of Pages

PAGE DATE I − 7 9/5/24 I − 8 9/5/24 I − 9 9/5/24 I − 10 9/5/24 I − 11 9/5/24 I − 12 9/5/24 I − 13 9/5/24 Back Cover N/A CK − 8 Checklist of Pages

9/5/24 AIM

Table of Contents

Chapter 1. Air Navigation

Section 1. Navigation Aids Paragraph Page 1 − 1 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 1 1 − 1 − 2. Nondirectional Radio Beacon (NDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 1 1 − 1 − 3. VHF Omni − directional Range (VOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 1 1 − 1 − 4. VOR Receiver Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 3 1 − 1 − 5. Tactical Air Navigation (TACAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 4 1 − 1 − 6. VHF Omni − directional Range/Tactical Air Navigation (VORTAC) . . . . . . . . . . . . . . 1 − 1 − 5 1 − 1 − 7. Distance Measuring Equipment (DME) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 5 1 − 1 − 8. NAVAID Service Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 6 1 − 1 − 9. Instrument Landing System (ILS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 11 1 − 1 − 10. Simplified Directional Facility (SDF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 18 1 − 1 − 11. NAVAID Identifier Removal During Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 20 1 − 1 − 12. NAVAIDs with Voice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 20 1 − 1 − 13. User Reports Requested on NAVAID Outages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 20 1 − 1 − 14. LORAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 21 1 − 1 − 15. Inertial Reference Unit (IRU), Inertial Navigation System (INS), and Attitude Heading Reference System (AHRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 21 1 − 1 − 16. Doppler Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 22 1 − 1 − 17. Global Positioning System (GPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 22 1 − 1 − 18. Wide Area Augmentation System (WAAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 34 1 − 1 − 19. Ground Based Augmentation System (GBAS) Landing System (GLS) . . . . . . . . . . 1 − 1 − 39 1 − 1 − 20. Precision Approach Systems other than ILS and GLS . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 41 Section 2. Performance − Based Navigation (PBN) and Area Navigation (RNAV) 1 − 2 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 2 − 1 1 − 2 − 2. Required Navigation Performance (RNP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 2 − 5 1 − 2 − 3. Use of Suitable Area Navigation (RNAV) Systems on Conventional Procedures and Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 2 − 8 1 − 2 − 4. Recognizing, Mitigating, and Adapting to GPS Jamming and/or Spoofing . . . . . . . . . 1 − 2 − 10

Chapter 2. Aeronautical Lighting and Other Airport Visual

Aids

Section 1. Airport Lighting Aids 2 − 1 − 1. Approach Light Systems (ALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 1 2 − 1 − 2. Visual Glideslope Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 1 2 − 1 − 3. Runway End Identifier Lights (REIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 6 2 − 1 − 4. Runway Edge Light Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 6 Table of Contents i AIM 9/5/24 Paragraph Page 2 − 1 − 5. In − runway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 6 2 − 1 − 6. Runway Status Light (RWSL) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 7 2 − 1 − 7. Control of Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 9 2 − 1 − 8. Pilot Control of Airport Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 9 2 − 1 − 9. Airport/Heliport Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 12 2 − 1 − 10. Taxiway Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 13 Section 2. Air Navigation and Obstruction Lighting 2 − 2 − 1. Aeronautical Light Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 2 − 1 2 − 2 − 2. Code Beacons and Course Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 2 − 1 2 − 2 − 3. Obstruction Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 2 − 1 2 − 2 − 4. LED Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 2 − 2 Section 3. Airport Marking Aids and Signs 2 − 3 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 1 2 − 3 − 2. Airport Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 1 2 − 3 − 3. Runway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 1 2 − 3 − 4. Taxiway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 7 2 − 3 − 5. Holding Position Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 14 2 − 3 − 6. Other Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 19 2 − 3 − 7. Airport Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 24 2 − 3 − 8. Mandatory Instruction Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 25 2 − 3 − 9. Location Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 28 2 − 3 − 10. Direction Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 30 2 − 3 − 11. Destination Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 33 2 − 3 − 12. Information Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 33 2 − 3 − 13. Runway Distance Remaining Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 34 2 − 3 − 14. Aircraft Arresting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 34 2 − 3 − 15. Security Identification Display Area (SIDA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 35

Chapter 3. Airspace

Section 1. General 3 − 1 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 1 3 − 1 − 2. General Dimensions of Airspace Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 1 3 − 1 − 3. Hierarchy of Overlapping Airspace Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 1 3 − 1 − 4. Basic VFR Weather Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 2 3 − 1 − 5. VFR Cruising Altitudes and Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 3 Section 2. Controlled Airspace 3 − 2 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 1 3 − 2 − 2. Class A Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 2 3 − 2 − 3. Class B Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 2 3 − 2 − 4. Class C Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 5 3 − 2 − 5. Class D Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 8 Table of Contents ii 9/5/24 AIM Paragraph Page 3 − 2 − 6. Class E Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 10 Section 3. Class G Airspace 3 − 3 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 3 − 1 3 − 3 − 2. VFR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 3 − 1 3 − 3 − 3. IFR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 3 − 1 Section 4. Special Use Airspace 3 − 4 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 1 3 − 4 − 2. Prohibited Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 1 3 − 4 − 3. Restricted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 1 3 − 4 − 4. Warning Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 2 3 − 4 − 5. Military Operations Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 2 3 − 4 − 6. Alert Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 2 3 − 4 − 7. Controlled Firing Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 2 3 − 4 − 8. National Security Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 3 3 − 4 − 9. Obtaining Special Use Airspace Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 3 Section 5. Other Airspace Areas 3 − 5 − 1. Airport Advisory/Information Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 1 3 − 5 − 2. Military Training Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 1 3 − 5 − 3. Temporary Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 3 3 − 5 − 4. Parachute Jump Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 5 3 − 5 − 5. Published VFR Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 6 3 − 5 − 6. Terminal Radar Service Area (TRSA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 9 3 − 5 − 7. Special Air Traffic Rules (SATR) and Special Flight Rules Area (SFRA) . . . . . . . . . 3 − 5 − 9 3 − 5 − 8. Washington, DC, Special Flight Rules Area (SFRA) including the Flight Restricted Zone (FRZ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 10 3 − 5 − 9. Weather Reconnaissance Area (WRA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 10 3 − 5 − 10. Other Non − Charted Airspace Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 10

Chapter 4. Air Traffic Control

Section 1. Services Available to Pilots 4 − 1 − 1. Air Route Traffic Control Centers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 2. Control Towers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 3. Flight Service Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 4. Recording and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 5. Communications Release of IFR Aircraft Landing at an Airport Without an Operating Control Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 6. Pilot Visits to Air Traffic Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 7. Operation Rain Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 2 4 − 1 − 8. Approach Control Service for VFR Arriving Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 2 4 − 1 − 9. Traffic Advisory Practices at Airports Without Operating Control Towers . . . . . . . . . 4 − 1 − 2 Table of Contents iii AIM 9/5/24 Paragraph Page 4 − 1 − 10. IFR Approaches/Ground Vehicle Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 7 4 − 1 − 11. Designated UNICOM/MULTICOM Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 8 4 − 1 − 12. Use of UNICOM for ATC Purposes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 9 4 − 1 − 13. Automatic Terminal Information Service (ATIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 9 4 − 1 − 14. Automatic Flight Information Service (AFIS) − Alaska FSSs Only . . . . . . . . . . . . . 4 − 1 − 10 4 − 1 − 15. Radar Traffic Information Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 11 4 − 1 − 16. Safety Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 13 4 − 1 − 17. Radar Assistance to VFR Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 14 4 − 1 − 18. Terminal Radar Services for VFR Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 15 4 − 1 − 19. Tower En Route Control (TEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 17 4 − 1 − 20. Transponder and ADS − B Out Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 18 4 − 1 − 21. Airport Reservation Operations and Special Traffic Management Programs . . . . . . 4 − 1 − 22 4 − 1 − 22. Requests for Waivers and Authorizations from Title 14, Code of Federal Regulations (14 CFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 22 4 − 1 − 23. Weather Systems Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 23 Section 2. Radio Communications Phraseology and Techniques 4 − 2 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 1 4 − 2 − 2. Radio Technique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 1 4 − 2 − 3. Contact Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 2 4 − 2 − 4. Aircraft Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 3 4 − 2 − 5. Description of Interchange or Leased Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 5 4 − 2 − 6. Ground Station Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 5 4 − 2 − 7. Phonetic Alphabet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 6 4 − 2 − 8. Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 7 4 − 2 − 9. Altitudes and Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 7 4 − 2 − 10. Directions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 7 4 − 2 − 11. Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 8 4 − 2 − 12. Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 8 4 − 2 − 13. Communications with Tower when Aircraft Transmitter or Receiver or Both are Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 9 4 − 2 − 14. Communications for VFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 9 Section 3. Airport Operations 4 − 3 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 1 4 − 3 − 2. Airports with an Operating Control Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 1 4 − 3 − 3. Traffic Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 3 4 − 3 − 4. Visual Indicators at Airports Without an Operating Control Tower . . . . . . . . . . . . . . . 4 − 3 − 6 4 − 3 − 5. Unexpected Maneuvers in the Airport Traffic Pattern . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 7 4 − 3 − 6. Use of Runways/Declared Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 8 4 − 3 − 7. Low Level Wind Shear/Microburst Detection Systems . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 12 4 − 3 − 8. Braking Action Reports and Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 13 4 − 3 − 9. Runway Condition Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 13 4 − 3 − 10. Intersection Takeoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 15 4 − 3 − 11. Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 16 4 − 3 − 12. Low Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 19 4 − 3 − 13. Traffic Control Light Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 19 4 − 3 − 14. Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 20 Table of Contents iv 9/5/24 AIM Paragraph Page 4 − 3 − 15. Gate Holding Due to Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 21 4 − 3 − 16. VFR Flights in Terminal Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 21 4 − 3 − 17. VFR Helicopter Operations at Controlled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 21 4 − 3 − 18. Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 23 4 − 3 − 19. Taxi During Low Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 25 4 − 3 − 20. Standard Taxi Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 26 4 − 3 − 21. Exiting the Runway After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 26 4 − 3 − 22. Practice Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 27 4 − 3 − 23. Option Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 28 4 − 3 − 24. Use of Aircraft Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 29 4 − 3 − 25. Flight Inspection/‘Flight Check’ Aircraft in Terminal Areas . . . . . . . . . . . . . . . . . . . 4 − 3 − 29 4 − 3 − 26. Hand Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 30 4 − 3 − 27. Operations at Uncontrolled Airports With Automated Surface Observing System (ASOS)/Automated Weather Observing System (AWOS) . . . . . 4 − 3 − 37 Section 4. ATC Clearances and Aircraft Separation 4 − 4 − 1. Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 1 4 − 4 − 2. Clearance Prefix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 1 4 − 4 − 3. Clearance Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 1 4 − 4 − 4. Amended Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 3 4 − 4 − 5. Coded Departure Route (CDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 3 4 − 4 − 6. Special VFR Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 3 4 − 4 − 7. Pilot Responsibility upon Clearance Issuance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 4 4 − 4 − 8. IFR Clearance VFR − on − top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 5 4 − 4 − 9. VFR/IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 6 4 − 4 − 10. Adherence to Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 6 4 − 4 − 11. IFR Separation Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 8 4 − 4 − 12. Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 8 4 − 4 − 13. Runway Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 11 4 − 4 − 14. Visual Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 11 4 − 4 − 15. Use of Visual Clearing Procedures and Scanning Techniques . . . . . . . . . . . . . . . . . . 4 − 4 − 12 4 − 4 − 16. Traffic Alert and Collision Avoidance System (TCAS I & II) . . . . . . . . . . . . . . . . . . 4 − 4 − 13 4 − 4 − 17. Traffic Information Service (TIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 14 Section 5. Surveillance Systems 4 − 5 − 1. Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 1 4 − 5 − 2. Air Traffic Control Radar Beacon System (ATCRBS) . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 3 4 − 5 − 3. Surveillance Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 4 4 − 5 − 4. Precision Approach Radar (PAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 4 4 − 5 − 5. Airport Surface Detection Equipment (ASDE − X)/Airport Surface Surveillance Capability (ASSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 4 4 − 5 − 6. Traffic Information Service (TIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 6 4 − 5 − 7. Automatic Dependent Surveillance − Broadcast (ADS − B) Services . . . . . . . . . . . . . . . 4 − 5 − 12 4 − 5 − 8. Traffic Information Service − Broadcast (TIS − B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 17 4 − 5 − 9. Flight Information Service − Broadcast (FIS − B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 18 4 − 5 − 10. Automatic Dependent Surveillance − Rebroadcast (ADS − R) . . . . . . . . . . . . . . . . . . . 4 − 5 − 21 Table of Contents v AIM 9/5/24 Section 6. Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR Paragraph Page 4 − 6 − 1. Applicability and RVSM Mandate (Date/Time and Area) . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 1 4 − 6 − 2. Flight Level Orientation Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 1 4 − 6 − 3. Aircraft and Operator Approval Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 2 4 − 6 − 4. Flight Planning into RVSM Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 3 4 − 6 − 5. Pilot RVSM Operating Practices and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 4 4 − 6 − 6. Guidance on Severe Turbulence and Mountain Wave Activity (MWA) . . . . . . . . . . . 4 − 6 − 4 4 − 6 − 7. Guidance on Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 6 4 − 6 − 8. Pilot/Controller Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 6 4 − 6 − 9. Contingency Actions: Weather Encounters and Aircraft System Failures that Occur After Entry into RVSM Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 7 4 − 6 − 10. Procedures for Accommodation of Non − RVSM Aircraft . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 9 4 − 6 − 11. Non − RVSM Aircraft Requesting Climb to and Descent from Flight Levels Above RVSM Airspace Without Intermediate Level Off . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 10 Section 7. Operational Policy/Procedures for the Gulf of Mexico 50 NM Lateral Separation Initiative 4 − 7 − 1. Introduction and General Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 1 4 − 7 − 2. Accommodating Non − RNP 10 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 1 4 − 7 − 3. Obtaining RNP 10 or RNP 4 Operational Authorization . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 1 4 − 7 − 4. Authority for Operations with a Single Long − Range Navigation System . . . . . . . . . . 4 − 7 − 2 4 − 7 − 5. Flight Plan Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 2 4 − 7 − 6. Contingency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 2

Chapter 5. Air Traffic Procedures

Section 1. Preflight 5 − 1 − 1. Preflight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 1 5 − 1 − 2. Follow IFR Procedures Even When Operating VFR . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 2 5 − 1 − 3. Notice to Air Missions (NOTAM) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 3 5 − 1 − 4. Operational Information System (OIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 9 5 − 1 − 5. Flight Plan − VFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 10 5 − 1 − 6. Flight Plan − IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 11 5 − 1 − 7. Flight Plans For Military/DoD Use Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 15 5 − 1 − 8. Flight Plan – Defense VFR (DVFR) Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 15 5 − 1 − 9. Single Flights Conducted With Both VFR and IFR Flight Plans . . . . . . . . . . . . . . . . . 5 − 1 − 16 5 − 1 − 10. IFR Operations to High Altitude Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 16 5 − 1 − 11. Flights Outside U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 17 5 − 1 − 12. Change in Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 18 5 − 1 − 13. Change in Proposed Departure Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 18 5 − 1 − 14. Closing VFR/DVFR Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 18 5 − 1 − 15. Canceling IFR Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 18 5 − 1 − 16. RNAV and RNP Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 19 5 − 1 − 17. Cold Temperature Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 20 Table of Contents vi 9/5/24 AIM Section 2. Departure Procedures Paragraph Page 5 − 2 − 1. Pre-taxi Clearance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 1 5 − 2 − 2. Automated Pre − Departure Clearance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 1 5 − 2 − 3. IFR Clearances Off Uncontrolled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 2 5 − 2 − 4. Taxi Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 2 5 − 2 − 5. Line Up and Wait (LUAW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 2 5 − 2 − 6. Abbreviated IFR Departure Clearance (Cleared. . .as Filed) Procedures . . . . . . . . . . . 5 − 2 − 3 5 − 2 − 7. Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 5 5 − 2 − 8. Departure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 6 5 − 2 − 9. Instrument Departure Procedures (DP) − Obstacle Departure Procedures (ODP), Standard Instrument Departures (SID), and Diverse Vector Areas (DVA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 7 Section 3. En Route Procedures 5 − 3 − 1. ARTCC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 1 5 − 3 − 2. Position Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 13 5 − 3 − 3. Additional Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 15 5 − 3 − 4. Airways and Route Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 16 5 − 3 − 5. Airway or Route Course Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 18 5 − 3 − 6. Changeover Points (COPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 19 5 − 3 − 7. Minimum Turning Altitude (MTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 19 5 − 3 − 8. Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 20 Section 4. Arrival Procedures 5 − 4 − 1. Standard Terminal Arrival (STAR) Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 1 5 − 4 − 2. Local Flow Traffic Management Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 3 5 − 4 − 3. Approach Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 3 5 − 4 − 4. Advance Information on Instrument Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 4 5 − 4 − 5. Instrument Approach Procedure (IAP) Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 5 5 − 4 − 6. Approach Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 27 5 − 4 − 7. Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 29 5 − 4 − 8. Special Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 31 5 − 4 − 9. Procedure Turn and Hold − in − lieu of Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 31 5 − 4 − 10. Timed Approaches from a Holding Fix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 34 5 − 4 − 11. Radar Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 37 5 − 4 − 12. Radar Monitoring of Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 38 5 − 4 − 13. Simultaneous Approaches to Parallel Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 39 5 − 4 − 14. Simultaneous Dependent Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 41 5 − 4 − 15. Simultaneous Independent ILS/RNAV/GLS Approaches . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 43 5 − 4 − 16. Simultaneous Close Parallel PRM Approaches and Simultaneous Offset Instrument Approaches (SOIA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 45 5 − 4 − 17. Simultaneous Converging Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 52 5 − 4 − 18. RNP AR (Authorization Required) Instrument Procedures . . . . . . . . . . . . . . . . . . . . 5 − 4 − 52 5 − 4 − 19. Side − step Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 54 5 − 4 − 20. Approach and Landing Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 54 5 − 4 − 21. Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 58 5 − 4 − 22. Use of Enhanced Flight Vision Systems (EFVS) on Instrument Approaches . . . . . . 5 − 4 − 60 5 − 4 − 23. Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 64 Table of Contents vii AIM 9/5/24 Paragraph Page 5 − 4 − 24. Charted Visual Flight Procedure (CVFP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 65 5 − 4 − 25. Contact Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 65 5 − 4 − 26. Landing Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 66 5 − 4 − 27. Overhead Approach Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 66 Section 5. Pilot/Controller Roles and Responsibilities 5 − 5 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 1 5 − 5 − 2. Air Traffic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 1 5 − 5 − 3. Contact Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 2 5 − 5 − 4. Instrument Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 2 5 − 5 − 5. Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 3 5 − 5 − 6. Vectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 4 5 − 5 − 7. Safety Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 4 5 − 5 − 8. See and Avoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 5 5 − 5 − 9. Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 5 5 − 5 − 10. Traffic Advisories (Traffic Information) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 6 5 − 5 − 11. Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 6 5 − 5 − 12. Visual Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 7 5 − 5 − 13. VFR-on-top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 8 5 − 5 − 14. Instrument Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 8 5 − 5 − 15. Minimum Fuel Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 9 5 − 5 − 16. RNAV and RNP Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 9 Section 6. National Security and Interception Procedures 5 − 6 − 1. National Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 1 5 − 6 − 2. National Security Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 1 5 − 6 − 3. Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 1 5 − 6 − 4. ADIZ Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 2 5 − 6 − 5. Civil Aircraft Operations To or From U.S. Territorial Airspace . . . . . . . . . . . . . . . . . 5 − 6 − 4 5 − 6 − 6. Civil Aircraft Operations Within U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 4 5 − 6 − 7. Civil Aircraft Operations Transiting U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . 5 − 6 − 5 5 − 6 − 8. Foreign State Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 6 5 − 6 − 9. FAA/TSA Airspace Waivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 8 5 − 6 − 10. TSA Aviation Security Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 8 5 − 6 − 11. FAA Flight Routing Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 8 5 − 6 − 12. Emergency Security Control of Air Traffic (ESCAT) . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 8 5 − 6 − 13. Interception Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 9 5 − 6 − 14. Interception Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 11 5 − 6 − 15. ADIZ Boundaries and Designated Mountainous Areas (See FIG 5 − 6 − 3.) . . . . . . . . . 5 − 6 − 14 5 − 6 − 16. Visual Warning System (VWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 15

Chapter 6. Emergency Procedures

Section 1. General 6 − 1 − 1. Pilot Responsibility and Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 1 − 1 6 − 1 − 2. Emergency Condition − Request Assistance Immediately . . . . . . . . . . . . . . . . . . . . . . 6 − 1 − 1 Table of Contents viii 9/5/24 AIM Section 2. Emergency Services Available to Pilots Paragraph Page 6 − 2 − 1. Radar Service for VFR Aircraft in Difficulty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 1 6 − 2 − 2. Transponder Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 1 6 − 2 − 3. Intercept and Escort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 1 6 − 2 − 4. Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 2 6 − 2 − 5. FAA K − 9 Explosives Detection Team Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 4 6 − 2 − 6. Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 4 Section 3. Distress and Urgency Procedures 6 − 3 − 1. Distress and Urgency Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 1 6 − 3 − 2. Obtaining Emergency Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 1 6 − 3 − 3. Ditching Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 3 6 − 3 − 4. Special Emergency (Air Piracy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 7 6 − 3 − 5. Fuel Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 8 Section 4. Two-way Radio Communications Failure 6 − 4 − 1. Two-way Radio Communications Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 4 − 1 6 − 4 − 2. Transponder Operation During Two-way Communications Failure . . . . . . . . . . . . . . 6 − 4 − 2 6 − 4 − 3. Reestablishing Radio Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 4 − 2 Section 5. Aircraft Rescue and Fire Fighting Communications 6 − 5 − 1. Discrete Emergency Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 5 − 1 6 − 5 − 2. Radio Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 5 − 1 6 − 5 − 3. ARFF Emergency Hand Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 5 − 1

Chapter 7. Safety of Flight

Section 1. Meteorology 7 − 1 − 1. National Weather Service Aviation Weather Service Program . . . . . . . . . . . . . . . . . . 7 − 1 − 1 7 − 1 − 2. FAA Weather Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 2 7 − 1 − 3. Use of Aviation Weather Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 3 7 − 1 − 4. Graphical Forecasts for Aviation (GFA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 6 7 − 1 − 5. Preflight Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 8 7 − 1 − 6. Inflight Aviation Weather Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 11 7 − 1 − 7. Categorical Outlooks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 22 7 − 1 − 8. Inflight Weather Advisory Broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 22 7 − 1 − 9. Flight Information Services (FIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 23 7 − 1 − 10. Weather Observing Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 27 7 − 1 − 11. Weather Radar Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 36 7 − 1 − 12. ATC Inflight Weather Avoidance Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 40 7 − 1 − 13. Runway Visual Range (RVR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 42 7 − 1 − 14. Reporting of Cloud Heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 43 7 − 1 − 15. Reporting Prevailing Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 44 7 − 1 − 16. Estimating Intensity of Rain and Ice Pellets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 44 7 − 1 − 17. Estimating Intensity of Snow or Drizzle (Based on Visibility) . . . . . . . . . . . . . . . . . 7 − 1 − 44 7 − 1 − 18. Pilot Weather Reports (PIREPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 44 7 − 1 − 19. PIREPs Relating to Airframe Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 46 Table of Contents ix AIM 9/5/24 Paragraph Page 7 − 1 − 20. Definitions of Inflight Icing Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 47 7 − 1 − 21. PIREPs Relating to Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 48 7 − 1 − 22. Wind Shear PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 49 7 − 1 − 23. Clear Air Turbulence (CAT) PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 50 7 − 1 − 24. Microbursts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 50 7 − 1 − 25. PIREPs Relating to Volcanic Ash Activity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 61 7 − 1 − 26. Thunderstorms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 62 7 − 1 − 27. Thunderstorm Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 62 7 − 1 − 28. Key to Aerodrome Forecast (TAF) and Aviation Routine Weather Report (METAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 65 7 − 1 − 29. International Civil Aviation Organization (ICAO) Weather Formats . . . . . . . . . . . . . 7 − 1 − 67 Section 2. Barometric Altimeter Errors and Setting Procedures 7 − 2 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 2 − 1 7 − 2 − 2. Barometric Pressure Altimeter Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 2 − 1 7 − 2 − 3. Altimeter Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 2 − 1 Section 3. Cold Temperature Barometric Altimeter Errors, Setting Procedures and Cold Temperature Airports (CTA) 7 − 3 − 1. Effect of Cold Temperature on Barometric Altimeters . . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 1 7 − 3 − 2. Pre − Flight Planning for Cold Temperature Altimeter Errors . . . . . . . . . . . . . . . . . . . . 7 − 3 − 1 7 − 3 − 3. Effects of Cold Temperature on Baro − Vertical Navigation (VNAV) Vertical Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 1 7 − 3 − 4. Cold Temperature Airports (CTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 2 7 − 3 − 5. Cold Temperature Airport Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 3 7 − 3 − 6. Examples for Calculating Altitude Corrections on CTAs . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 6 Section 4. Wake Turbulence 7 − 4 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 1 7 − 4 − 2. Vortex Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 1 7 − 4 − 3. Vortex Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 1 7 − 4 − 4. Vortex Behavior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 2 7 − 4 − 5. Operations Problem Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 5 7 − 4 − 6. Vortex Avoidance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 6 7 − 4 − 7. Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 6 7 − 4 − 8. Pilot Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 7 7 − 4 − 9. Air Traffic Wake Turbulence Separations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 8 7 − 4 − 10. Development and New Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 9 Section 5. Bird Hazards and Flight Over National Refuges, Parks, and Forests 7 − 5 − 1. Migratory Bird Activity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 1 7 − 5 − 2. Reducing Bird Strike Risks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 1 7 − 5 − 3. Reporting Bird Strikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 1 7 − 5 − 4. Reporting Bird and Other Wildlife Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 1 7 − 5 − 5. Pilot Advisories on Bird and Other Wildlife Hazards . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 2 Table of Contents x 9/5/24 AIM Paragraph Page 7 − 5 − 6. Flights Over Charted U.S. Wildlife Refuges, Parks, and Forest Service Areas . . . . . . 7 − 5 − 2 Section 6. Potential Flight Hazards 7 − 6 − 1. Accident Cause Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 1 7 − 6 − 2. Reporting Radio/Radar Altimeter Anomalies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 1 7 − 6 − 3. VFR in Congested Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 2 7 − 6 − 4. Obstructions To Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 2 7 − 6 − 5. Avoid Flight Beneath Unmanned Balloons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 4 7 − 6 − 6. Unmanned Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 4 7 − 6 − 7. Mountain Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 5 7 − 6 − 8. Use of Runway Half − way Signs at Unimproved Airports . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 7 7 − 6 − 9. Seaplane Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 8 7 − 6 − 10. Flight Operations in Volcanic Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 9 7 − 6 − 11. Emergency Airborne Inspection of Other Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 10 7 − 6 − 12. Precipitation Static . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 11 7 − 6 − 13. Light Amplification by Stimulated Emission of Radiation (Laser) Operations and Reporting Illumination of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 12 7 − 6 − 14. Flying in Flat Light, Brown Out Conditions, and White Out Conditions . . . . . . . . . 7 − 6 − 13 7 − 6 − 15. Operations in Ground Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 15 7 − 6 − 16. Avoid Flight in the Vicinity of Exhaust Plumes (Smoke Stacks and Cooling Towers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 16 7 − 6 − 17. Space Launch and Reentry Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 17 Section 7. Safety, Accident, and Hazard Reports 7 − 7 − 1. Aviation Safety Reporting Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 7 − 1 7 − 7 − 2. Aircraft Accident and Incident Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 7 − 1 7 − 7 − 3. Near Midair Collision Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 7 − 3 7 − 7 − 4. Unidentified Flying Object (UFO) Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 7 − 3 7 − 7 − 5. Safety Alerts For Operators (SAFO) and Information For Operators (InFO) . . . . . . . 7 − 7 − 4

Chapter 8. Medical Facts for Pilots

Section 1. Fitness for Flight 8 − 1 − 1. Fitness For Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 1 8 − 1 − 2. Effects of Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 3 8 − 1 − 3. Hyperventilation in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 5 8 − 1 − 4. Carbon Monoxide Poisoning in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 5 8 − 1 − 5. Illusions in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 5 8 − 1 − 6. Vision in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 7 8 − 1 − 7. Aerobatic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 8 8 − 1 − 8. Judgment Aspects of Collision Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 9 Table of Contents xi AIM 9/5/24

Chapter 9. Aeronautical Charts and

Related Publications

Section 1. Types of Charts Available Paragraph Page 9 − 1 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 1 9 − 1 − 2. Obtaining Aeronautical Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 1 9 − 1 − 3. Selected Charts and Products Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 1 9 − 1 − 4. General Description of Each Chart Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 1 9 − 1 − 5. Where and How to Get Charts of Foreign Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 13

Chapter 10. Helicopter Operations

Section 1. Helicopter IFR Operations 10 − 1 − 1. Helicopter Flight Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 1 10 − 1 − 2. Helicopter Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 2 10 − 1 − 3. Helicopter Approach Procedures to VFR Heliports . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 4 10 − 1 − 4. The Gulf of Mexico Grid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 5 10 − 1 − 5. Departure Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 7 Section 2. Special Operations 10 − 2 − 1. Offshore Helicopter Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 2 − 1 10 − 2 − 2. Helicopter Night VFR Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 2 − 8 10 − 2 − 3. Landing Zone Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 2 − 12 10 − 2 − 4. Emergency Medical Service (EMS) Multiple Helicopter Operations . . . . . . . . . . . . 10 − 2 − 18

Chapter 11. Unmanned Aircraft Systems (UAS)

Section 1. General 11 − 1 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 1 − 1 11 − 1 − 2. Access to the National Airspace System (NAS) for UAS Operators . . . . . . . . . . . . . 11 − 1 − 1 Section 2. Small Unmanned Aircraft System (sUAS) 11 − 2 − 1. Part 107 sUAS and Recreational Flyers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 2 − 1 11 − 2 − 2. Registration Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 2 − 1 Section 3. Large UAS (MGOW 55 Pounds or More) 11 − 3 − 1. Large Public UAS Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 3 − 1 11 − 3 − 2. Exemptions Under 49 USC 44807, Special Authority for Certain Unmanned Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 3 − 4 11 − 3 − 3. Emerging Large UAS Civil Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 3 − 5 Section 4. Airspace Access for UAS 11 − 4 − 1. Recreational Flyers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 1 11 − 4 − 2. 14 CFR Part 107 and Waivers to 14 CFR Part 107 . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 1 11 − 4 − 3. Airspace Access for Public Aircraft Operations (PAOs) . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 2 Table of Contents xii 9/5/24 AIM Paragraph Page 11 − 4 − 4. 14 CFR Part 89 Remote Identification and FAA − Recognized Identification Areas (FRIAs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 3 11 − 4 − 5. Airspace Access for 14 CFR Part 135 and 14 CFR Part 137 . . . . . . . . . . . . . . . . . . . 11 − 4 − 4 11 − 4 − 6. Airspace Restrictions To Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 6 11 − 4 − 7. UAS Traffic Management (UTM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 8 Section 5. UAS Pilot Testing, Certification and Responsibilities 11 − 5 − 1. UAS Pilot Certification and Requirements for Part 107 and Recreational Flyers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 5 − 1 11 − 5 − 2. Pilot Certification and Requirements for Public Aircraft Operations (PAOs) . . . . . . 11 − 5 − 3 11 − 5 − 3. Pilot Certification for 14 CFR Part 135, Part 137, and Large Civil UAS . . . . . . . . . 11 − 5 − 3 11 − 5 − 4. Foreign Pilot Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 5 − 3 Section 6. Advanced Air Mobility 11 − 6 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 6 − 1 Section 7. UAS Operations on Airports 11 − 7 − 1. UAS Operations on Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 7 − 1 Section 8. Other Information and Best Practices 11 − 8 − 1. Best Practices for UAS Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 1 11 − 8 − 2. UAS Operations and Air Traffic Control (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 1 11 − 8 − 3. Precautions: Flight Over or Near People, Vehicles, Manned Aircraft, and Night Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 1 11 − 8 − 4. Accidents and Incidents: UAS Operator Responsibilities . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 2 11 − 8 − 5. Emergency UAS Authorizations Through Special Government Interest (SGI) Airspace Waivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 3 11 − 8 − 6. Environmental Best Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 3 11 − 8 − 7. Resources for UAS Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 4 Appendix 1. Bird/Other Wildlife Strike Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 1 − 1 Appendix 2. Volcanic Activity Reporting Form (VAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 2 − 1 Appendix 3. Abbreviations/Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 3 − 1 Appendix 4. FAA Form 7233 − 4 − International Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 4 − 1 Appendix 5. FAA Form 7233 − 1 − Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 5 − 1 PILOT/CONTROLLER GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PCG-1 INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1 Table of Contents xiii

4/20/23 AIM NOTE − 1. Additional information and associated requirements are available in Advisory Circular 90-108 titled “Use of Suitable RNAV Systems on Conventional Routes and Procedures.” 2. Good planning and knowledge of your RNAV system are critical for safe and successful operations.

3. Pilots planning to use their RNAV system as a substitute means of navigation guidance in lieu of an out − of − service NAVAID may need to advise ATC of this intent and capability.

4. The navigation database should be current for the duration of the flight. If the AIRAC cycle will change during flight, operators and pilots should establish procedures to ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight. To facilitate validating database currency, the FAA has developed procedures for publishing the amendment date that instrument approach procedures were last revised. The amendment date follows the amendment number, e.g., Amdt 4 14Jan10. Currency of graphic departure procedures and STARs may be ascertained by the numerical designation in the procedure title. If an amended chart is published for the procedure, or the procedure amendment date shown on the chart is on or after the expiration date of the database, the operator must not use the database to conduct the operation.

b. Types of RNAV Systems that Qualify as a Suitable RNAV System. When installed in accordance with appropriate airworthiness installation requirements and operated in accordance with applicable operational guidance (for example, aircraft flight manual and Advisory Circular material), the following systems qualify as a suitable RNAV system: 1. An RNAV system with TSO − C129/ − C145/ − C146 equipment, installed in accordance with AC 20 − 138, Airworthiness Approval of Global Positioning System (GPS) Navigation Equipment for Use as a VFR and IFR Supplemental Navigation System, and authorized for instrument flight rules (IFR) en route and terminal operations (including those systems previously qualified for “GPS in lieu of ADF or DME” operations), or 2. An RNAV system with DME/DME/IRU inputs that is compliant with the equipment provisions of AC 90 − 100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, for RNAV routes. A table of compliant equipment is available at the following website: https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/afs410/media/ AC90 − 100compliance.pdf NOTE − Approved RNAV systems using DME/DME/IRU, without GPS/WAAS position input, may only be used as a substitute means of navigation when specifically authorized by a Notice to Air Missions (NOTAM) or other FAA guidance for a specific procedure. The NOTAM or other FAA guidance authorizing the use of DME/DME/IRU systems will also identify any required DME facilities based on an FAA assessment of the DME navigation infrastructure.

c. Uses of Suitable RNAV Systems. Subject to the operating requirements, operators may use a suitable RNAV system in the following ways.

1. Determine aircraft position relative to, or distance from a VOR (see NOTE 6 below), TACAN, NDB, compass locator, DME fix; or a named fix defined by a VOR radial, TACAN course, NDB bearing, or compass locator bearing intersecting a VOR or localizer course.

2. Navigate to or from a VOR, TACAN, NDB, or compass locator.

3. Hold over a VOR, TACAN, NDB, compass locator, or DME fix.

4. Fly an arc based upon DME.

NOTE − 1. The allowances described in this section apply even when a facility is identified as required on a procedure (for example, “Note ADF required”).

2. These operations do not include lateral navigation on localizer − based courses (including localizer back − course guidance) without reference to raw localizer data.

3. Unless otherwise specified, a suitable RNAV system cannot be used for navigation on procedures that are identified as not authorized (“NA”) without exception by a NOTAM. For example, an operator may not use a RNAV system to navigate Performance − Based Navigation (PBN) and Area Navigation (RNAV) 1 − 2 − 9 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 on a procedure affected by an expired or unsatisfactory flight inspection, or a procedure that is based upon a recently decommissioned NAVAID.

4. Pilots may not substitute for the NAVAID (for example, a VOR or NDB) providing lateral guidance for the final approach segment. This restriction does not refer to instrument approach procedures with “or GPS” in the title when using GPS or WAAS. These allowances do not apply to procedures that are identified as not authorized (NA) without exception by a NOTAM, as other conditions may still exist and result in a procedure not being available. For example, these allowances do not apply to a procedure associated with an expired or unsatisfactory flight inspection, or is based upon a recently decommissioned NAVAID.

5. Use of a suitable RNAV system as a means to navigate on the final approach segment of an instrument approach procedure based on a VOR, TACAN or NDB signal, is allowable. The underlying NAVAID must be operational and the NAVAID monitored for final segment course alignment.

6. For the purpose of paragraph c , “VOR” includes VOR, VOR/DME, and VORTAC facilities and “compass locator” includes locator outer marker and locator middle marker.

d. Alternate Airport Considerations. For the purposes of flight planning, any required alternate airport must have an available instrument approach procedure that does not require the use of GPS. This restriction includes conducting a conventional approach at the alternate airport using a substitute means of navigation that is based upon the use of GPS. For example, these restrictions would apply when planning to use GPS equipment as a substitute means of navigation for an out − of − service VOR that supports an ILS missed approach procedure at an alternate airport. In this case, some other approach not reliant upon the use of GPS must be available. This restriction does not apply to RNAV systems using TSO − C145/ − C146 WAAS equipment. For further WAAS guidance, see paragraph 1 − 1 − 18 .

1. For flight planning purposes, TSO-C129() and TSO-C196() equipped users (GPS users) whose navigation systems have fault detection and exclusion (FDE) capability, who perform a preflight RAIM prediction at the airport where the RNAV (GPS) approach will be flown, and have proper knowledge and any required training and/or approval to conduct a GPS-based IAP, may file based on a GPS-based IAP at either the destination or the alternate airport, but not at both locations. At the alternate airport, pilots may plan for applicable alternate airport weather minimums using: (a) Lateral navigation (LNAV) or circling minimum descent altitude (MDA); (b) LNAV/vertical navigation (LNAV/VNAV) DA, if equipped with and using approved barometric vertical navigation (baro-VNAV) equipment; (c) RNP 0.3 DA on an RNAV (RNP) IAP, if they are specifically authorized users using approved baro-VNAV equipment and the pilot has verified required navigation performance (RNP) availability through an approved prediction program.

2. If the above conditions cannot be met, any required alternate airport must have an approved instrument approach procedure other than GPS that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly.

3. This restriction does not apply to TSO-C145() and TSO-C146() equipped users (WAAS users). For further WAAS guidance, see paragraph 1 − 1 − 18 .

1 − 2 − 4. Recognizing, Mitigating, and Adapting to GPS Jamming and/or Spoofing a. The low − strength data transmission signals from GPS satellites are vulnerable to various anomalies that can significantly reduce the reliability of the navigation signal. The GPS signal is vulnerable and has many uses in aviation (e.g., communication, navigation, surveillance, safety systems and automation); therefore, pilots must place additional emphasis on closely monitoring aircraft equipment performance for any anomalies and promptly inform Air Traffic Control (ATC) of any apparent GPS degradation. Pilots should also be prepared to operate without GPS navigation systems.

b. GPS signals are vulnerable to intentional and unintentional interference from a wide variety of sources, including radars, microwave links, ionosphere effects, solar activity, multi − path error, satellite communications, Performance − Based Navigation (PBN) and Area Navigation (RNAV) 1 − 2 − 10 9/5/24 AIM AIM 4/20/23 GPS repeaters, and even some systems onboard the aircraft. In general, these types of unintentional interference are localized and intermittent. Of greater and growing concern is the intentional and unauthorized interference of GPS signals by persons using “jammers” or “spoofers” to disrupt air navigation by interfering with the reception of valid satellite signals.

NOTE − The U.S. government regularly conducts GPS tests, training activities, and exercises that interfere with GPS signals. These events are geographically limited, coordinated, scheduled, and advertised via GPS and/or WAAS NOTAMS. Operators of GPS aircraft should always check for GPS and/or WAAS NOTAMS for their route of flight.

c. Manufacturers, operators, and air traffic controllers should be aware of the general impacts of GPS jamming and/or spoofing, which include, but are not limited to: 1. Inability to use GPS for navigation.

2. Inability to use hybrid GPS inertial systems for navigation.

3. Loss of, or degraded, performance - based navigation (PBN) capability (e.g., inability to fly required navigation performance (RNP) procedures).

4. Unreliable triggering of Terrain Awareness and Warning Systems (TAWS).

5. Inaccurate aircraft position on navigation display (e.g., moving map and electronic flight bag).

6. Loss of, or erroneous, Automatic Dependent Surveillance-Broadcast (ADS − B) outputs.

7. Unexpected effects when navigating with conventional NAVAIDS (e.g., if the aircraft is spoofed from the intended flight path, autotuning will not select the nearby NAVAID).

8. Unanticipated position-dependent flight management system effects (e.g., erroneous insufficient fuel indication).

9. Failure or degradation of Air Traffic Management (ATM) infrastructure and its associated systems reliant on GPS, resulting in potential airspace infringements and/or route deviations.

10. Failure of, or erroneous aircraft clocks (resulting in inability to log on to Controller-Pilot Data Link Communications CPDLC).

11. Erroneous wind and ground speed indications.

d. When flying IFR, pilots should have additional navigation equipment for their intended route to crosscheck their position. Routine checks of position against VOR or DME information, for example, could help detect a compromised GPS signal. Pilots transitioning to VOR navigation in response to GPS anomalies should refer to the Chart Supplement U.S. to identify airports with available conventional approaches associated with the VOR Minimum Operational Network (MON) program. (Reference 1 − 1 − 3 f .)

e. Prior to departure, the FAA recommends operators to: 1. Be aware of potential risk locations.

2. Check for any relevant Notices to Air Missions (NOTAMs).

3. Plan fuel contingencies.

4. Plan to use conventional NAVAIDs and appropriate arrival/approach procedures at the destination.

5. Follow the detailed guidance from the respective Original Equipment Manufacturer (OEM).

f. During flight, the FAA recommends operators do the following: 1. Be vigilant for any indication that the aircraft’s GPS is disrupted by reviewing the manufacturer’s guidance for that specific aircraft type and avionics equipage. Verify the aircraft position by means of conventional NAVAIDs, when available. Indications of jamming and/or spoofing may include: (a) Changes in actual navigation performance.

Performance − Based Navigation (PBN) and Area Navigation (RNAV) 1 − 2 − 11 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 (b) Aircraft clock changes (e.g., incorrect time).

(c) Incorrect Flight Management System (FMS) position.

(d) Large shift in displayed GPS position.

(e) Primary Flight Display (PFD)/Navigation Display (ND) warnings about position error.

(f) Other aircraft reporting clock issues, position errors, or requesting vectors.

2. Assess operational risks and limitations linked to the loss of GPS capability, including any on − board systems requiring inputs from a GPS signal.

3. Ensure NAVAIDs critical to the operation for the intended route/approach are available.

4. Remain prepared to revert to conventional instrument flight procedures.

5. Promptly notify ATC if they experience GPS anomalies. Pilots should not inform ATC of GPS jamming and/or spoofing when flying through known NOTAMed testing areas unless they require ATC assistance. (See paragraph 1 − 1 − 13 ) g. Post flight, the FAA recommends operators to: 1. Document any GPS jamming and/or spoofing in the maintenance log to ensure all faults are cleared.

2. File a detailed report at the reporting site: Report a GPS Anomaly Federal Aviation Administration, www.faa.gov/air_traffic/nas/gps_reports .

Performance − Based Navigation (PBN) and Area Navigation (RNAV) 1 − 2 − 12 3/21/24 AIM AIM 4/20/23

Section 5. Other Airspace Areas

3 − 5 − 1. Airport Advisory/Information Services a. There are two advisory type services available at selected airports.

1. Local Airport Advisory (LAA) service is available only in Alaska and is operated within 10 statute miles of an airport where a control tower is not operating but where a FSS is located on the airport. At such locations, the FSS provides a complete local airport advisory service to arriving and departing aircraft. During periods of fast changing weather the FSS will automatically provide Final Guard as part of the service from the time the aircraft reports “on − final” or “taking − the − active − runway” until the aircraft reports “on − the − ground” or “airborne.” NOTE − Current policy, when requesting remote ATC services, requires that a pilot monitor the automated weather broadcast at the landing airport prior to requesting ATC services. The FSS automatically provides Final Guard, when appropriate, during LAA/Remote Airport Advisory (RAA) operations. Final Guard is a value added wind/altimeter monitoring service, which provides an automatic wind and altimeter check during active weather situations when the pilot reports on − final or taking the active runway. During the landing or take − off operation when the winds or altimeter are actively changing the FSS will blind broadcast significant changes when the specialist believes the change might affect the operation. Pilots should acknowledge the first wind/altimeter check but due to cockpit activity no acknowledgement is expected for the blind broadcasts. It is prudent for a pilot to report on − the − ground or airborne to end the service.

2. Remote Airport Information Service (RAIS) is provided in support of short term special events like small to medium fly − ins. The service is advertised by NOTAM D only. The FSS will not have access to a continuous readout of the current winds and altimeter; therefore, RAIS does not include weather and/or Final Guard service.

However, known traffic, special event instructions, and all other services are provided.

NOTE − The airport authority and/or manager should request RAIS support on official letterhead directly with the manager of the FSS that will provide the service at least 30 days in advance. Approval authority rests with the FSS manager and is based on workload and resource availability.

REFERENCE − AIM, Para 4 − 1 − 9 , Traffic Advisory Practices at Airports Without Operating Control Towers.

b. It is not mandatory that pilots participate in the Airport Advisory programs. Participation enhances safety for everyone operating around busy GA airports; therefore, everyone is encouraged to participate and provide feedback that will help improve the program.

3 − 5 − 2. Military Training Routes a. National security depends largely on the deterrent effect of our airborne military forces. To be proficient, the military services must train in a wide range of airborne tactics. One phase of this training involves “low level” combat tactics. The required maneuvers and high speeds are such that they may occasionally make the see-and-avoid aspect of VFR flight more difficult without increased vigilance in areas containing such operations. In an effort to ensure the greatest practical level of safety for all flight operations, the Military Training Route (MTR) program was conceived.

b. The MTR program is a joint venture by the FAA and the Department of Defense (DoD). MTRs are mutually developed for use by the military for the purpose of conducting low-altitude, high-speed training. The routes above 1,500 feet AGL are developed to be flown, to the maximum extent possible, under IFR. The routes at 1,500 feet AGL and below are generally developed to be flown under VFR.

c. Generally, MTRs are established below 10,000 feet MSL for operations at speeds in excess of 250 knots.

However, route segments may be defined at higher altitudes for purposes of route continuity. For example, route segments may be defined for descent, climbout, and mountainous terrain. There are IFR and VFR routes as follows: Other Airspace Areas 3 − 5 − 1 3/15/07 7110.65R CHG 2 AIM 10/5/23 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 1. IFR Military Training Routes − (IR). Operations on these routes are conducted in accordance with IFR regardless of weather conditions.

2. VFR Military Training Routes − (VR). Operations on these routes are conducted in accordance with VFR except flight visibility must be 5 miles or more; and flights must not be conducted below a ceiling of less than 3,000 feet AGL.

d. Military training routes will be identified and charted as follows: 1. Route identification.

(a) MTRs with no segment above 1,500 feet AGL must be identified by four number characters; e.g., IR1206, VR1207.

(b) MTRs that include one or more segments above 1,500 feet AGL must be identified by three number characters; e.g., IR206, VR207.

(c) Alternate IR/VR routes or route segments are identified by using the basic/principal route designation followed by a letter suffix, e.g., IR008A, VR1007B, etc.

2. Route charting.

(a) IFR Enroute Low Altitude Chart. This chart will depict all IR routes and all VR routes that accommodate operations above 1,500 feet AGL.

(b) VFR Sectional Aeronautical Charts. These charts will depict military training activities such as IR and VR information. Special Military Activity Routes (SMARs) may also be charted on the VFR Sectional Chart, showing the extent of the airspace allocated to the associated IFR Military Training Routes within which the Department of Defense conducts periodic operations involving Unmanned Aircraft Systems. These aircraft may be accompanied by military or other aircraft that provide the pilots of the Unmanned Aircraft Systems visual observation information about other aircraft operations near them. Further information on SMAR charting can be found on the border of the printed VFR Sectional Chart and in the FAA Aeronautical Chart Users’ Guide available online at: https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/aero_guide/ .

(c) Area Planning (AP/1B) Chart (DoD Flight Information Publication − FLIP). This chart is published by the National Geospatial − Intelligence Agency (NGA) primarily for military users and contains detailed information on both IR and VR routes.

REFERENCE − AIM, Para 9 − 1 − 5 , Subpara a, National Geospatial − Intelligence Agency (NGA) Products.

e. DoD FLIP − Department of Defense Flight Information Publications describe IR/VR routes through charts and narratives, and the FAA provides information regarding these routes to all users via IFR and VFR charts.

NOTE − DoD users that require copies of FLIP should contact: Defense Logistics Agency for Aviation Mapping Customer Operations (DLA AVN/QAM) 8000 Jefferson Davis Highway Richmond, VA 23297 − 5339 Toll free phone: 1 − 800 − 826 − 0342 Commercial: 804 − 279 − 6500 MTR information from the FLIP is available for pilot briefings through Flight Service. (See subparagraph f below.)

f. Availability of MTR information.

1. Pilots may obtain preflight MTR information through Flight Service (see paragraph 5 − 1 − 1 , Preflight Preparation).

2. MTR routes are depicted on IFR En Route Low Altitude Charts and VFR Sectional Charts, which are available for free download on the FAA website at https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/ .

Other Airspace Areas 3 − 5 − 2 9/5/24 AIM AIM 4/20/23 g. Nonparticipating aircraft are not prohibited from flying within an MTR or SMAR; however, extreme vigilance should be exercised when conducting flight through or near these routes. Pilots, while inflight, should contact the FSS within 100 NM of a particular MTR to obtain current information or route usage in their vicinity.

Information available includes times of scheduled activity, altitudes in use on each route segment, and actual route width. Route width varies for each MTR and can extend several miles on either side of the charted MTR centerline. Route width information for IFR Military Training Route (IR) and VFR Military Training Route (VR) MTRs is also available in the FLIP AP/1B along with additional MTR (slow routes/air refueling routes) information. When requesting MTR information, pilots should give the FSS the MTR designation of interest, their position, route of flight, and destination in order to reduce frequency congestion and permit the FSS specialist to identify the MTR or SMAR that could be a factor.

3 − 5 − 3. Temporary Flight Restrictions a. General. This paragraph describes the types of conditions under which the FAA may impose temporary flight restrictions. It also explains which FAA elements have been delegated authority to issue a temporary flight restrictions NOTAM and lists the types of responsible agencies/offices from which the FAA will accept requests to establish temporary flight restrictions. The 14 CFR is explicit as to what operations are prohibited, restricted, or allowed in a temporary flight restrictions area. Pilots are responsible to comply with 14 CFR Sections 91.137, 91.138, 91.141 and 91.143 when conducting flight in an area where a temporary flight restrictions area is in effect, and should check appropriate NOTAMs during flight planning.

b. The purpose for establishing a temporary flight restrictions area is to: 1. Protect persons and property in the air or on the surface from an existing or imminent hazard associated with an incident on the surface when the presence of low flying aircraft would magnify, alter, spread, or compound that hazard (14 CFR Section 91.137(a)(1)); 2. Provide a safe environment for the operation of disaster relief aircraft (14 CFR Section 91.137(a)(2)); or 3. Prevent an unsafe congestion of sightseeing aircraft above an incident or event which may generate a high degree of public interest (14 CFR Section 91.137(a)(3)).

4. Protect declared national disasters for humanitarian reasons in the State of Hawaii (14 CFR Section 91.138).

5. Protect the President, Vice President, or other public figures (14 CFR Section 91.141).

6. Provide a safe environment for space agency operations (14 CFR Section 91.143).

c. Except for hijacking situations, when the provisions of 14 CFR Section 91.137(a)(1) or (a)(2) are necessary, a temporary flight restrictions area will only be established by or through the area manager at the Air Route Traffic Control Center (ARTCC) having jurisdiction over the area concerned. A temporary flight restrictions NOTAM involving the conditions of 14 CFR Section 91.137(a)(3) will be issued at the direction of the service area office director having oversight of the airspace concerned. When hijacking situations are involved, a temporary flight restrictions area will be implemented through the TSA Aviation Command Center. The appropriate FAA air traffic element, upon receipt of such a request, will establish a temporary flight restrictions area under 14 CFR Section 91.137(a)(1).

d. The FAA accepts recommendations for the establishment of a temporary flight restrictions area under 14 CFR Section 91.137(a)(1) from military major command headquarters, regional directors of the Office of Emergency Planning, Civil Defense State Directors, State Governors, or other similar authority. For the situations involving 14 CFR Section 91.137(a)(2), the FAA accepts recommendations from military commanders serving as regional, subregional, or Search and Rescue (SAR) coordinators; by military commanders directing or coordinating air operations associated with disaster relief; or by civil authorities directing or coordinating organized relief air operations (includes representatives of the Office of Emergency Planning, U.S. Forest Service, and State aeronautical agencies). Appropriate authorities for a temporary flight Other Airspace Areas 3 − 5 − 3 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 restrictions establishment under 14 CFR Section 91.137(a)(3) are any of those listed above or by State, county, or city government entities.

e. The type of restrictions issued will be kept to a minimum by the FAA consistent with achievement of the necessary objective. Situations which warrant the extreme restrictions of 14 CFR Section 91.137(a)(1) include, but are not limited to: toxic gas leaks or spills, flammable agents, or fumes which if fanned by rotor or propeller wash could endanger persons or property on the surface, or if entered by an aircraft could endanger persons or property in the air; imminent volcano eruptions which could endanger airborne aircraft and occupants; nuclear accident or incident; and hijackings. Situations which warrant the restrictions associated with 14 CFR Section 91.137(a)(2) include: forest fires which are being fought by releasing fire retardants from aircraft; and aircraft relief activities following a disaster (earthquake, tidal wave, flood, etc.). 14 CFR Section 91.137(a)(3) restrictions are established for events and incidents that would attract an unsafe congestion of sightseeing aircraft.

f. The amount of airspace needed to protect persons and property or provide a safe environment for rescue/relief aircraft operations is normally limited to within 2,000 feet above the surface and within a 3 − nautical − mile radius. Incidents occurring within Class B, Class C, or Class D airspace will normally be handled through existing procedures and should not require the issuance of a temporary flight restrictions NOTAM. Temporary flight restrictions affecting airspace outside of the U.S. and its territories and possessions are issued with verbiage excluding that airspace outside of the 12 − mile coastal limits.

g. The FSS nearest the incident site is normally the “coordination facility.” When FAA communications assistance is required, the designated FSS will function as the primary communications facility for coordination between emergency control authorities and affected aircraft. The ARTCC may act as liaison for the emergency control authorities if adequate communications cannot be established between the designated FSS and the relief organization. For example, the coordination facility may relay authorizations from the on-scene emergency response official in cases where news media aircraft operations are approved at the altitudes used by relief aircraft.

h. ATC may authorize operations in a temporary flight restrictions area under its own authority only when flight restrictions are established under 14 CFR Section 91.137(a)(2) and (a)(3). The appropriate ARTCC/airport traffic control tower manager will, however, ensure that such authorized flights do not hamper activities or interfere with the event for which restrictions were implemented. However, ATC will not authorize local IFR flights into the temporary flight restrictions area.

i. To preclude misunderstanding, the implementing NOTAM will contain specific and formatted information.

The facility establishing a temporary flight restrictions area will format a NOTAM beginning with the phrase “FLIGHT RESTRICTIONS” followed by: the location of the temporary flight restrictions area; the effective period; the area defined in statute miles; the altitudes affected; the FAA coordination facility and commercial telephone number; the reason for the temporary flight restrictions; the agency directing any relief activities and its commercial telephone number; and other information considered appropriate by the issuing authority.

EXAMPLE − 1. 14 CFR Section 91.137(a)(1): The following NOTAM prohibits all aircraft operations except those specified in the NOTAM.

Flight restrictions Matthews, Virginia, effective immediately until 9610211200. Pursuant to 14 CFR Section 91.137(a)(1) temporary flight restrictions are in effect. Rescue operations in progress. Only relief aircraft operations under the direction of the Department of Defense are authorized in the airspace at and below 5,000 feet MSL within a 2 − nautical − mile radius of Laser AFB, Matthews, Virginia. Commander, Laser AFB, in charge (897) 946 − 5543 (122.4). Steenson FSS (792) 555 − 6141 (123.1) is the FAA coordination facility.

2. 14 CFR Section 91.137(a)(2): The following NOTAM permits flight operations in accordance with 14 CFR Section 91.137(a)(2). The on-site emergency response official to authorize media aircraft operations below the altitudes used by the relief aircraft. Flight restrictions 25 miles east of Bransome, Idaho, effective immediately until 9601202359 UTC. Pursuant to 14 CFR Section 91.137(a)(2) temporary flight restrictions are in effect within a 4 − nautical − mile radius of the intersection of county roads 564 and 315 at and below 3,500 feet MSL to provide a safe environment for fire fighting aircraft operations. Davis County sheriff’s Other Airspace Areas 3 − 5 − 4 9/5/24 AIM AIM 4/20/23 department (792) 555 − 8122 (122.9) is in charge of on-scene emergency response activities. Glivings FSS (792) 555 − 1618 (122.2) is the FAA coordination facility.

3. 14 CFR Section 91.137(a)(3): The following NOTAM prohibits sightseeing aircraft operations.

Flight restrictions Brown, Tennessee, due to olympic activity. Effective 9606181100 UTC until 9607190200 UTC . Pursuant to 14 CFR Section 91.137(a)(3) temporary flight restrictions are in effect within a 3 − nautical − mile radius of N355783/W835242 and Volunteer VORTAC 019 degree radial 3.7 DME fix at and below 2,500 feet MSL. Norton FSS (423) 555 − 6742 (126.6) is the FAA coordination facility.

4. 14 CFR Section 91.138: The following NOTAM prohibits all aircraft except those operating under the authorization of the official in charge of associated emergency or disaster relief response activities, aircraft carrying law enforcement officials, aircraft carrying personnel involved in an emergency or legitimate scientific purposes, carrying properly accredited news media, and aircraft operating in accordance with an ATC clearance or instruction.

Flight restrictions Kapalua, Hawaii, effective 9605101200 UTC until 9605151500 UTC. Pursuant to 14 CFR Section 91.138 temporary flight restrictions are in effect within a 3 − nautical − mile radius of N205778/W1564038 and Maui/OGG/VORTAC 275 degree radial at 14.1 nautical miles. John Doe 808 − 757 − 4469 or 122.4 is in charge of the operation. Honolulu/HNL 808 − 757 − 4470 (123.6) FSS is the FAA coordination facility.

5. 14 CFR Section 91.141: The following NOTAM prohibits all aircraft.

Flight restrictions Stillwater, Oklahoma, June 21, 1996. Pursuant to 14 CFR Section 91.141 aircraft flight operations are prohibited within a 3 − nautical − mile radius, below 2000 feet AGL of N360962/W970515 and the Stillwater/SWO/VOR/DME 176 degree radial 3.8 − nautical − mile fix from 1400 local time to 1700 local time June 21, 1996, unless otherwise authorized by ATC.

6. 14 CFR Section 91.143: The following NOTAM prohibits any aircraft of U.S. registry, or pilot any aircraft under the authority of an airman certificate issued by the FAA.

Kennedy space center space operations area effective immediately until 9610152100 UTC. Pursuant to 14 CFR Section 91.143, flight operations conducted by FAA certificated pilots or conducted in aircraft of U.S. registry are prohibited at any altitude from surface to unlimited, within the following area 30 − nautical − mile radius of the Melbourne/MLB/VORTAC 010 degree radial 21 − nautical − mile fix. St. Petersburg, Florida/PIE/FSS 813 − 545 − 1645 (122.2) is the FAA coordination facility and should be contacted for the current status of any airspace associated with the space shuttle operations. This airspace encompasses R2933, R2932, R2931, R2934, R2935, W497A and W158A. Additional warning and restricted areas will be active in conjunction with the operations. Pilots must consult all NOTAMs regarding this operation.

3 − 5 − 4. Parachute Jump Aircraft Operations a. Procedures relating to parachute jump areas are contained in 14 CFR Part 105. Tabulations of parachute jump areas in the U.S. are contained in the Chart Supplement.

b. Pilots of aircraft engaged in parachute jump operations are reminded that all reported altitudes must be with reference to mean sea level, or flight level, as appropriate, to enable ATC to provide meaningful traffic information.

c. Parachute operations in the vicinity of an airport without an operating control tower − there is no substitute for alertness while in the vicinity of an airport. It is essential that pilots conducting parachute operations be alert, look for other traffic, and exchange traffic information as recommended in paragraph 4 − 1 − 9 , Traffic Advisory Practices at Airports Without Operating Control Towers. In addition, pilots should avoid releasing parachutes while in an airport traffic pattern when there are other aircraft in that pattern. Pilots should make appropriate broadcasts on the designated Common Traffic Advisory Frequency (CTAF), and monitor that CTAF until all parachute activity has terminated or the aircraft has left the area. Prior to commencing a jump operation, the pilot should broadcast the aircraft’s altitude and position in relation to the airport, the approximate relative time when the jump will commence and terminate, and listen to the position reports of other aircraft in the area.

Other Airspace Areas 3 − 5 − 5 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 3 − 5 − 5. Published VFR Routes Published VFR routes for transitioning around, under and through complex airspace such as Class B airspace were developed through a number of FAA and industry initiatives. All of the following terms, i.e., “VFR Flyway” “VFR Corridor” and “Class B Airspace VFR Transition Route” have been used when referring to the same or different types of routes or airspace. The following paragraphs identify and clarify the functionality of each type of route, and specify where and when an ATC clearance is required.

a. VFR Flyways.

1. VFR Flyways and their associated Flyway Planning Charts were developed from the recommendations of a National Airspace Review Task Group. A VFR Flyway is defined as a general flight path not defined as a specific course, for use by pilots in planning flights into, out of, through or near complex terminal airspace to avoid Class B airspace. An ATC clearance is NOT required to fly these routes.

FIG 3 − 5 − 1 VFR Flyway Planning Chart 2. VFR Flyways are depicted on the reverse side of some of the VFR Terminal Area Charts (TAC), commonly referred to as Class B airspace charts. (See FIG 3 − 5 − 1 .) Eventually all TACs will include a VFR Flyway Planning Chart. These charts identify VFR flyways designed to help VFR pilots avoid major controlled traffic flows. They may further depict multiple VFR routings throughout the area which may be used as an Other Airspace Areas 3 − 5 − 6 9/5/24 AIM AIM 4/20/23 alternative to flight within Class B airspace. The ground references provide a guide for improved visual navigation. These routes are not intended to discourage requests for VFR operations within Class B airspace but are designed solely to assist pilots in planning for flights under and around busy Class B airspace without actually entering Class B airspace.

3. It is very important to remember that these suggested routes are not sterile of other traffic. The entire Class B airspace, and the airspace underneath it, may be heavily congested with many different types of aircraft. Pilot adherence to VFR rules must be exercised at all times. Further, when operating beneath Class B airspace, communications must be established and maintained between your aircraft and any control tower while transiting the Class B, Class C, and Class D surface areas of those airports under Class B airspace.

b. VFR Corridors.

1. The design of a few of the first Class B airspace areas provided a corridor for the passage of uncontrolled traffic. A VFR corridor is defined as airspace through Class B airspace, with defined vertical and lateral boundaries, in which aircraft may operate without an ATC clearance or communication with air traffic control.

2. These corridors are, in effect, a “hole” through Class B airspace. (See FIG 3 − 5 − 2 .) A classic example would be the corridor through the Los Angeles Class B airspace, which has been subsequently changed to Special Flight Rules airspace (SFR). A corridor is surrounded on all sides by Class B airspace and does not extend down to the surface like a VFR Flyway. Because of their finite lateral and vertical limits, and the volume of VFR traffic using a corridor, extreme caution and vigilance must be exercised.

FIG 3 − 5 − 2 Class B Airspace 3. Because of the heavy traffic volume and the procedures necessary to efficiently manage the flow of traffic, it has not been possible to incorporate VFR corridors in the development or modifications of Class B airspace in recent years.

c. Class B Airspace VFR Transition Routes.

1. To accommodate VFR traffic through certain Class B airspace, such as Seattle, Phoenix and Los Angeles, Class B Airspace VFR Transition Routes were developed. A Class B Airspace VFR Transition Route is defined as a specific flight course depicted on a TAC for transiting a specific Class B airspace. These routes include specific ATC-assigned altitudes, and pilots must obtain an ATC clearance prior to entering Class B airspace on the route.

2. These routes, as depicted in FIG 3 − 5 − 3 , are designed to show the pilot where to position the aircraft outside of, or clear of, the Class B airspace where an ATC clearance can normally be expected with minimal or no delay. Until ATC authorization is received, pilots must remain clear of Class B airspace. On initial contact, Other Airspace Areas 3 − 5 − 7 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 pilots should advise ATC of their position, altitude, route name desired, and direction of flight. After a clearance is received, pilots must fly the route as depicted and, most importantly, adhere to ATC instructions.

FIG 3 − 5 − 3 VFR Transition Route Other Airspace Areas 3 − 5 − 8 4/20/23 AIM portion of the flight to which the crossing altitude restriction applies, and the pilot is expected to comply with the crossing altitude as a provision of the clearance. Any other clearance in which pilot execution is optional will so state “AT PILOT’S DISCRETION.” EXAMPLE − 1. “United Four Seventeen, descend and maintain six thousand.” NOTE − 1. The pilot is expected to commence descent upon receipt of the clearance and to descend at the suggested rates until reaching the assigned altitude of 6,000 feet.

EXAMPLE − 2. “United Four Seventeen, descend at pilot’s discretion, maintain six thousand.” NOTE − 2. The pilot is authorized to conduct descent within the context of the term at pilot’s discretion as described above.

EXAMPLE − 3. “United Four Seventeen, cross Lakeview V − O − R at or above Flight Level two zero zero, descend and maintain six thousand.” NOTE − 3. The pilot is authorized to conduct descent at pilot’s discretion until reaching Lakeview VOR and must comply with the clearance provision to cross the Lakeview VOR at or above FL 200. After passing Lakeview VOR, the pilot is expected to descend at the suggested rates until reaching the assigned altitude of 6,000 feet.

EXAMPLE − 4. “United Four Seventeen, cross Lakeview V − O − R at six thousand, maintain six thousand.” NOTE − 4. The pilot is authorized to conduct descent at pilot’s discretion, however, must comply with the clearance provision to cross the Lakeview VOR at 6,000 feet.

EXAMPLE − 5. “United Four Seventeen, descend now to Flight Level two seven zero, cross Lakeview V − O − R at or below one zero thousand, descend and maintain six thousand.” NOTE − 5. The pilot is expected to promptly execute and complete descent to FL 270 upon receipt of the clearance. After reaching FL 270 the pilot is authorized to descend “at pilot’s discretion” until reaching Lakeview VOR. The pilot must comply with the clearance provision to cross Lakeview VOR at or below 10,000 feet. After Lakeview VOR the pilot is expected to descend at the suggested rates until reaching 6,000 feet.

EXAMPLE − 6. “United Three Ten, descend now and maintain Flight Level two four zero, pilot’s discretion after reaching Flight Level two eight zero.” NOTE − 6. The pilot is expected to commence descent upon receipt of the clearance and to descend at the suggested rates until reaching FL 280. At that point, the pilot is authorized to continue descent to FL 240 within the context of the term “at pilot’s discretion” as described above.

f. In case emergency authority is used to deviate from provisions of an ATC clearance, the pilot − in − command must notify ATC as soon as possible and obtain an amended clearance. In an emergency situation which does not result in a deviation from the rules prescribed in 14 CFR Part 91 but which requires ATC to give priority to an aircraft, the pilot of such aircraft must, when requested by ATC, make a report within 48 hours of such emergency situation to the manager of that ATC facility.

g. The guiding principle is that the last ATC clearance has precedence over the previous ATC clearance. When the route or altitude in a previously issued clearance is amended, the controller will restate applicable altitude restrictions. If altitude to maintain is changed or restated, whether prior to departure or while airborne, and previously issued altitude restrictions are omitted, those altitude restrictions are canceled, including departure procedures and STAR altitude restrictions.

EXAMPLE − 1. A departure flight receives a clearance to destination airport to maintain FL 290. The clearance incorporates a DP which ATC Clearances and Aircraft Separation 4 − 4 − 7 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 has certain altitude crossing restrictions. Shortly after takeoff, the flight receives a new clearance changing the maintaining FL from 290 to 250. If the altitude restrictions are still applicable, the controller restates them.

2. A departing aircraft is cleared to cross Fluky Intersection at or above 3,000 feet, Gordonville VOR at or above 12,000 feet, maintain FL 200. Shortly after departure, the altitude to be maintained is changed to FL 240. If the altitude restrictions are still applicable, the controller issues an amended clearance as follows: “cross Fluky Intersection at or above three thousand, cross Gordonville V − O − R at or above one two thousand, maintain Flight Level two four zero.” 3. An arriving aircraft is cleared to the destination airport via V45 Delta VOR direct; the aircraft is cleared to cross Delta VOR at 10,000 feet, and then to maintain 6,000 feet. Prior to Delta VOR, the controller issues an amended clearance as follows: “turn right heading one eight zero for vector to runway three six I − L − S approach, maintain six thousand.” NOTE − Because the altitude restriction “cross Delta V − O − R at 10,000 feet” was omitted from the amended clearance, it is no longer in effect.

h. Pilots of turbojet aircraft equipped with afterburner engines should advise ATC prior to takeoff if they intend to use afterburning during their climb to the en route altitude. Often, the controller may be able to plan traffic to accommodate a high performance climb and allow the aircraft to climb to the planned altitude without restriction.

i. If an “expedite” climb or descent clearance is issued by ATC, and the altitude to maintain is subsequently changed or restated without an expedite instruction, the expedite instruction is canceled. Expedite climb/descent normally indicates to the pilot that the approximate best rate of climb/descent should be used without requiring an exceptional change in aircraft handling characteristics. Normally controllers will inform pilots of the reason for an instruction to expedite.

4 − 4 − 11. IFR Separation Standards a. ATC effects separation of aircraft vertically by assigning different altitudes; longitudinally by providing an interval expressed in time or distance between aircraft on the same, converging, or crossing courses, and laterally by assigning different flight paths.

b. Separation will be provided between all aircraft operating on IFR flight plans except during that part of the flight (outside Class B airspace or a TRSA) being conducted on a VFR − on − top/VFR conditions clearance. Under these conditions, ATC may issue traffic advisories, but it is the sole responsibility of the pilot to be vigilant so as to see and avoid other aircraft.

c. When radar is employed in the separation of aircraft at the same altitude, a minimum of 3 miles separation is provided between aircraft operating within 40 miles of the radar antenna site, and 5 miles between aircraft operating beyond 40 miles from the antenna site. These minima may be increased or decreased in certain specific situations.

NOTE − Certain separation standards may be increased in the terminal environment due to radar outages or other technical reasons.

4 − 4 − 12. Speed Adjustments a. ATC will issue speed adjustments to pilots of radar controlled aircraft to achieve or maintain appropriate spacing. If necessary, ATC will assign a speed when approving deviations or radar vectoring off procedures that include published speed restrictions or a chart note used to transition from Mach to IAS. If no speed is assigned, speed becomes pilot’s discretion. However, when the aircraft reaches the end of the STAR, the last published speed on the STAR must be maintained until ATC deletes it, assigns a new speed, issues a vector, assigns a direct route, or issues an approach clearance.

NOTE − A chart note identifying a speed to maintain after transitioning from Mach to IAS may be published in lieu of or in addition to other published speed restrictions on a STAR.

REFERENCE − AIM, Para 5 − 4 − 1 , Standard Terminal Arrival (STAR) Procedures .

ATC Clearances and Aircraft Separation 4 − 4 − 8 9/5/24 AIM AIM 4/20/23 b. ATC will express all speed adjustments in terms of knots based on indicated airspeed (IAS) in 5 or 10 knot increments except that at or above FL 240 speeds may be expressed in terms of Mach numbers in 0.01 increments. The use of Mach numbers is restricted to aircraft with Mach meters.

c. Pilots complying with speed adjustments (published or assigned) are expected to maintain a speed within plus or minus 10 knots or 0.02 Mach number of the specified speed.

d. When ATC assigns speed adjustments, it will be in accordance with the following recommended minimums: 1. To aircraft operating between FL 280 and 10,000 feet, a speed not less than 250 knots or the equivalent Mach number.

NOTE − 1. On a standard day the Mach numbers equivalent to 250 knots CAS (subject to minor variations) are: FL 240 − 0.6 FL 250 − 0.61 FL 260 − 0.62 FL 270 − 0.64 FL 280 − 0.65 FL 290 − 0.66 .

2. When an operational advantage will be realized, speeds lower than the recommended minima may be applied.

2. To arriving turbojet aircraft operating below 10,000 feet: (a) A speed not less than 210 knots, except; (b) Within 20 flying miles of the airport of intended landing, a speed not less than 170 knots.

3. To arriving reciprocating engine or turboprop aircraft within 20 flying miles of the runway threshold of the airport of intended landing, a speed not less than 150 knots.

4. To departing aircraft: (a) Turbojet aircraft, a speed not less than 230 knots.

(b) Reciprocating engine aircraft, a speed not less than 150 knots.

e. When ATC combines a speed adjustment with a descent clearance, the sequence of delivery, with the word “then” between, indicates the expected order of execution.

EXAMPLE − 1. Descend and maintain (altitude); then, reduce speed to (speed).

2. Reduce speed to (speed); then, descend and maintain (altitude).

NOTE − The maximum speeds below 10,000 feet as established in 14 CFR Section 91.117 still apply. If there is any doubt concerning the manner in which such a clearance is to be executed, request clarification from ATC.

f. If ATC determines (before an approach clearance is issued) that it is no longer necessary to apply speed adjustment procedures, they will: 1. Advise the pilot to “resume normal speed.” Normal speed is used to terminate ATC assigned speed adjustments on segments where no published speed restrictions apply. It does not cancel published restrictions on upcoming procedures. This does not relieve the pilot of those speed restrictions which are applicable to 14 CFR Section 91.117.

EXAMPLE − (An aircraft is flying a SID with no published speed restrictions. ATC issues a speed adjustment and instructs the aircraft where the adjustment ends): “Maintain two two zero knots until BALTR then resume normal speed.” NOTE − The ATC assigned speed assignment of two two zero knots would apply until BALTR. The aircraft would then resume a normal operating speed while remaining in compliance with 14 CFR Section 91.117.

ATC Clearances and Aircraft Separation 4 − 4 − 9 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 2. Instruct pilots to “comply with speed restrictions” when the aircraft is joining or resuming a charted procedure or route with published speed restrictions.

EXAMPLE − (ATC vectors an aircraft off of a SID to rejoin the procedure at a subsequent waypoint. When instructing the aircraft to resume the procedure, ATC also wants the aircraft to comply with the published procedure speed restrictions): “Resume the SALTY ONE departure. Comply with speed restrictions.” CAUTION − The phraseology “Descend via/Climb via SID” requires compliance with all altitude and/or speed restrictions depicted on the procedure.

3. Instruct the pilot to “resume published speed.” Resume published speed is issued to terminate a speed adjustment where speed restrictions are published on a charted procedure.

NOTE − When instructed to “comply with speed restrictions” or to “resume published speed,” ATC anticipates pilots will begin adjusting speed the minimum distance necessary prior to a published speed restriction so as to cross the waypoint/fix at the published speed. Once at the published speed, ATC expects pilots will maintain the published speed until additional adjustment is required to comply with further published or ATC assigned speed restrictions or as required to ensure compliance with 14 CFR Section 91.117.

EXAMPLE − (An aircraft is flying a SID/STAR with published speed restrictions. ATC issues a speed adjustment and instructs the aircraft where the adjustment ends): “Maintain two two zero knots until BALTR then resume published speed.” NOTE − The ATC assigned speed assignment of two two zero knots would apply until BALTR. The aircraft would then comply with the published speed restrictions.

4. Advise the pilot to “delete speed restrictions” when either ATC assigned or published speed restrictions on a charted procedure are no longer required.

EXAMPLE − (An aircraft is flying a SID with published speed restrictions designed to prevent aircraft overtake on departure. ATC determines there is no conflicting traffic and deletes the speed restriction): “Delete speed restrictions.” NOTE − When deleting published restrictions, ATC must ensure obstacle clearance until aircraft are established on a route where no published restrictions apply. This does not relieve the pilot of those speed restrictions which are applicable to 14 CFR Section 91.117.

5. Instruct the pilot to “climb via” or “descend via.” A climb via or descend via clearance cancels any previously issued speed restrictions and, once established on the depicted departure or arrival, to climb or descend, and to meet all published or assigned altitude and/or speed restrictions.

EXAMPLE − 1. (An aircraft is flying a SID with published speed restrictions. ATC has issued a speed restriction of 250 knots for spacing.

ATC determines that spacing between aircraft is adequate and desires the aircraft to comply with published restrictions): “United 436, Climb via SID.” 2. (An aircraft is established on a STAR. ATC must slow an aircraft for the purposes of spacing and assigns it a speed of 280 knots. When spacing is adequate, ATC deletes the speed restriction and desires that the aircraft comply with all published restrictions on the STAR): “Gulfstream two three papa echo, descend via the TYLER One arrival.” NOTE − 1. In example 1, when ATC issues a “Climb via SID” clearance, it deletes any previously issued speed and/or altitude restrictions. The pilot should then vertically navigate to comply with all speed and/or altitude restrictions published on the SID.

2. In example 2, when ATC issues a “Descend via <STAR name> arrival,” ATC has canceled any previously issued speed and/or altitude restrictions. The pilot should vertically navigate to comply with all speed and/or altitude restrictions published on the STAR.

ATC Clearances and Aircraft Separation 4 − 4 − 10 9/5/24 AIM AIM 4/20/23 CAUTION − When descending on a STAR, pilots should not speed up excessively beyond the previously issued speed. Otherwise, adequate spacing between aircraft descending on the STAR that was established by ATC with the previous restriction may be lost.

g. Approach clearances supersede any prior speed adjustment assignments, and pilots are expected to make their own speed adjustments as necessary to complete the approach. However, under certain circumstances, it may be necessary for ATC to issue further speed adjustments after approach clearance is issued to maintain separation between successive arrivals. Under such circumstances, previously issued speed adjustments will be restated if that speed is to be maintained or additional speed adjustments are requested. Speed adjustments should not be assigned inside the final approach fix on final or a point 5 miles from the runway, whichever is closer to the runway.

h. The pilots retain the prerogative of rejecting the application of speed adjustment by ATC if the minimum safe airspeed for any particular operation is greater than the speed adjustment.

NOTE − In such cases, pilots are expected to advise ATC of the speed that will be used.

i. Pilots are reminded that they are responsible for rejecting the application of speed adjustment by ATC if, in their opinion, it will cause them to exceed the maximum indicated airspeed prescribed by 14 CFR Section 91.117(a), (c) and (d). IN SUCH CASES, THE PILOT IS EXPECTED TO SO INFORM ATC. Pilots operating at or above 10,000 feet MSL who are issued speed adjustments which exceed 250 knots IAS and are subsequently cleared below 10,000 feet MSL are expected to comply with 14 CFR Section 91.117(a).

j. Speed restrictions of 250 knots do not apply to U.S. registered aircraft operating beyond 12 nautical miles from the coastline within the U.S. Flight Information Region, in Class E airspace below 10,000 feet MSL.

However, in airspace underlying a Class B airspace area designated for an airport, or in a VFR corridor designated through such as a Class B airspace area, pilots are expected to comply with the 200 knot speed limit specified in 14 CFR Section 91.117(c).

k. For operations in a Class C and Class D surface area, ATC is authorized to request or approve a speed greater than the maximum indicated airspeeds prescribed for operation within that airspace (14 CFR Section 91.117(b)).

NOTE − Pilots are expected to comply with the maximum speed of 200 knots when operating beneath Class B airspace or in a Class B VFR corridor (14 CFR Section 91.117(c) and (d)).

l. When in communications with the ARTCC or approach control facility, pilots should, as a good operating practice, state any ATC assigned speed restriction on initial radio contact associated with an ATC communications frequency change.

4 − 4 − 13. Runway Separation Tower controllers establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground operation as necessary to achieve proper spacing. They may “HOLD” an aircraft short of the runway to achieve spacing between it and an arriving aircraft; the controller may instruct a pilot to “EXTEND DOWNWIND” in order to establish spacing from an arriving or departing aircraft. At times a clearance may include the word “IMMEDIATE.” For example: “CLEARED FOR IMMEDIATE TAKEOFF.” In such cases “IMMEDIATE” is used for purposes of air traffic separation. It is up to the pilot to refuse the clearance if, in the pilot’s opinion, compliance would adversely affect the operation.

REFERENCE − AIM, Para 4 − 3 − 15 , Gate Holding due to Departure Delays.

4 − 4 − 14. Visual Separation a. Visual separation is a means employed by ATC to separate aircraft in terminal areas and en route airspace in the NAS. There are two methods employed to effect this separation: ATC Clearances and Aircraft Separation 4 − 4 − 11 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 1. The tower controller sees the aircraft involved and issues instructions, as necessary, to ensure that the aircraft avoid each other.

2. A pilot sees the other aircraft involved and upon instructions from the controller provides separation by maneuvering the aircraft to avoid it. When pilots accept responsibility to maintain visual separation, they must maintain constant visual surveillance and not pass the other aircraft until it is no longer a factor.

NOTE − Traffic is no longer a factor when during approach phase the other aircraft is in the landing phase of flight or executes a missed approach; and during departure or en route, when the other aircraft turns away or is on a diverging course.

b. A pilot’s acceptance of instructions to follow another aircraft or provide visual separation from it is an acknowledgment that the pilot will maneuver the aircraft as necessary to avoid the other aircraft or to maintain in − trail separation. In operations conducted behind heavy aircraft, or a small aircraft behind a B757 or other large aircraft, it is also an acknowledgment that the pilot accepts the responsibility for wake turbulence separation.

Visual separation is prohibited behind super aircraft.

NOTE − When a pilot has been told to follow another aircraft or to provide visual separation from it, the pilot should promptly notify the controller if visual contact with the other aircraft is lost or cannot be maintained or if the pilot cannot accept the responsibility for the separation for any reason.

c. Scanning the sky for other aircraft is a key factor in collision avoidance. Pilots and copilots (or the right seat passenger) should continuously scan to cover all areas of the sky visible from the cockpit. Pilots must develop an effective scanning technique which maximizes one’s visual capabilities. Spotting a potential collision threat increases directly as more time is spent looking outside the aircraft. One must use timesharing techniques to effectively scan the surrounding airspace while monitoring instruments as well.

d. Since the eye can focus only on a narrow viewing area, effective scanning is accomplished with a series of short, regularly spaced eye movements that bring successive areas of the sky into the central visual field. Each movement should not exceed ten degrees, and each area should be observed for at least one second to enable collision detection. Although many pilots seem to prefer the method of horizontal back − and − forth scanning every pilot should develop a scanning pattern that is not only comfortable but assures optimum effectiveness.

Pilots should remember, however, that they have a regulatory responsibility (14 CFR Section 91.113(a)) to see and avoid other aircraft when weather conditions permit.

4 − 4 − 15. Use of Visual Clearing Procedures and Scanning Techniques a. Before Takeoff. Prior to taxiing onto a runway or landing area in preparation for takeoff, pilots should scan the approach areas for possible landing traffic and execute the appropriate clearing maneuvers to provide them a clear view of the approach areas.

b. Climbs and Descents. During climbs and descents in flight conditions which permit visual detection of other traffic, pilots should execute gentle banks, left and right at a frequency which permits continuous visual scanning of the airspace about them.

c. Straight and Level. Sustained periods of straight and level flight in conditions which permit visual detection of other traffic should be broken at intervals with appropriate clearing procedures to provide effective visual scanning.

d. Traffic Pattern. Entries into traffic patterns while descending create specific collision hazards and should be avoided.

e. Traffic at VOR Sites. All operators should emphasize the need for sustained vigilance in the vicinity of VORs and airway intersections due to the convergence of traffic.

f. Training Operations. Operators of pilot training programs are urged to adopt the following practices: 1. Pilots undergoing flight instruction at all levels should be requested to verbalize clearing procedures (call out “clear” left, right, above, or below) to instill and sustain the habit of vigilance during maneuvering.

ATC Clearances and Aircraft Separation 4 − 4 − 12 9/5/24 AIM AIM 4/20/23 2. High − wing airplane. Momentarily raise the wing in the direction of the intended turn and look.

3. Low − wing airplane. Momentarily lower the wing in the direction of the intended turn and look.

4. Appropriate clearing procedures should precede the execution of all turns including chandelles, lazy eights, stalls, slow flight, climbs, straight and level, spins, and other combination maneuvers.

g. Scanning Techniques for Traffic Avoidance.

1. Pilots must be aware of the limitations inherent in the visual scanning process. These limitations may include: (a) Reduced scan frequency due to concentration on flight instruments or tablets and distraction with passengers.

(b) Blind spots related to high − wing and low − wing aircraft in addition to windshield posts and sun visors.

(c) Prevailing weather conditions including reduced visibility and the position of the sun.

(d) The attitude of the aircraft will create additional blind spots.

(e) The physical limitations of the human eye, including the time required to (re)focus on near and far objects, from the instruments to the horizon for example; empty field myopia, narrow field of vision and atmospheric lighting all affect our ability to detect another aircraft.

2. Best practices to see and avoid: (a) ADS − B In is an effective system to help pilots see and avoid other aircraft. If your aircraft is equipped with ADS − B In, it is important to understand its features and how to use it properly. Many units provide visual and/or audio alerts to supplement the system’s traffic display. Pilots should incorporate the traffic display in their normal traffic scan to provide awareness of nearby aircraft. Prior to entering or crossing any runway, ADS − B In can provide advance indication of arriving aircraft and aircraft in the traffic pattern. Systems that incorporate a traffic − alerting feature can help minimize the pilot’s inclination to fixate on the display. Refer to 4 − 5 − 7 e , ADS − B Limitations.

(b) Understand the limitations of ADS − B In. In certain airspace, not all aircraft will be equipped with ADS − B Out or transponders and will not be visible on your ADS − B In display.

(c) Limit the amount of time that you focus on flight instruments or tablets.

(d) Develop a strategic approach to scanning for traffic. Scan the entire sky and try not to focus straight ahead.

4 − 4 − 16. Traffic Alert and Collision Avoidance System (TCAS I & II) a. TCAS I provides proximity warning only, to assist the pilot in the visual acquisition of intruder aircraft.

No recommended avoidance maneuvers are provided nor authorized as a direct result of a TCAS I warning. It is intended for use by smaller commuter aircraft holding 10 to 30 passenger seats, and general aviation aircraft.

b. TCAS II provides traffic advisories (TA) and resolution advisories (RA). Resolution advisories provide recommended maneuvers in a vertical direction (climb or descend only) to avoid conflicting traffic. Transport category aircraft, and larger commuter and business aircraft holding 31 passenger seats or more, are required to be TCAS II equipped.

1. When a TA occurs, attempt to establish visual contact with the traffic but do not deviate from an assigned clearance based only on TA information.

2. When an RA occurs, pilots should respond immediately to the RA displays and maneuver as indicated unless doing so would jeopardize the safe operation of the flight, or the flight crew can ensure separation with the help of definitive visual acquisition of the aircraft causing the RA.

3. Each pilot who deviates from an ATC clearance in response to an RA must notify ATC of that deviation as soon as practicable, and notify ATC when clear of conflict and returning to their previously assigned clearance.

ATC Clearances and Aircraft Separation 4 − 4 − 13 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 c. Deviations from rules, policies, or clearances should be kept to the minimum necessary to satisfy an RA.

Most RA maneuvering requires minimum excursion from assigned altitude.

d. The serving IFR air traffic facility is not responsible to provide approved standard IFR separation to an IFR aircraft, from other aircraft, terrain, or obstructions after an RA maneuver until one of the following conditions exists: 1. The aircraft has returned to its assigned altitude and course.

2. Alternate ATC instructions have been issued.

3. A crew member informs ATC that the TCAS maneuver has been completed.

NOTE − TCAS does not alter or diminish the pilot’s basic authority and responsibility to ensure safe flight. Since TCAS does not respond to aircraft which are not transponder equipped or aircraft with a transponder failure, TCAS alone does not ensure safe separation in every case. At this time, no air traffic service nor handling is predicated on the availability of TCAS equipment in the aircraft.

4 − 4 − 17. Traffic Information Service (TIS) a. TIS provides proximity warning only, to assist the pilot in the visual acquisition of intruder aircraft. No recommended avoidance maneuvers are provided nor authorized as a direct result of a TIS intruder display or TIS alert. It is intended for use by aircraft in which TCAS is not required.

b. TIS does not alter or diminish the pilot’s basic authority and responsibility to ensure safe flight. Since TIS does not respond to aircraft which are not transponder equipped, aircraft with a transponder failure, or aircraft out of radar coverage, TIS alone does not ensure safe separation in every case.

c. At this time, no air traffic service nor handling is predicated on the availability of TIS equipment in the aircraft.

d. Presently, no air traffic services or handling is predicated on the availability of an ADS − B cockpit display.

A “traffic − in − sight” reply to ATC must be based on seeing an aircraft out − the − window, NOT on the cockpit display.

ATC Clearances and Aircraft Separation 4 − 4 − 14 3/21/24 AIM AIM 4/20/23 NOTE − All aircraft should comply with 14 CFR §91.119(c) “ … aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.” (2) To avoid interference Non − Transponder/Non − ADS − B Out equipped aircraft should avoid flight within 1.0 NM horizontally, at all altitudes, from the wind turbine farms.

(3) Because detection loss near and above wind turbine farms for search − only targets causes dropped tracks, erroneous tracks, and can result in loss of separation, it is imperative that Non − Transponder/Non − ADS − B Out equipped aircraft operate at the proper VFR altitudes per hemispheric rule and utilize see − and − avoid techniques.

(4) Pilots should be aware that air traffic controllers cannot provide separation from Non − Transponder/Non − ADS − B Out equipped aircraft in the vicinity of wind turbine farms. See − and − avoid is the pilot’s responsibility, as these non − equipped aircraft may not appear on radar and will not appear on the Traffic Information Services − Broadcast (TIS − B).

(h) The controller’s ability to advise a pilot flying on instruments or in visual conditions of the aircraft’s proximity to another aircraft will be limited if the unknown aircraft is not observed on radar, if no flight plan information is available, or if the volume of traffic and workload prevent issuing traffic information. The controller’s first priority is given to establishing vertical, lateral, or longitudinal separation between aircraft flying IFR under the control of ATC.

c. FAA radar units operate continuously at the locations shown in the Chart Supplement, and their services are available to all pilots, both civil and military. Contact the associated FAA control tower or ARTCC on any frequency guarded for initial instructions, or in an emergency, any FAA facility for information on the nearest radar service.

4 − 5 − 2. Air Traffic Control Radar Beacon System (ATCRBS) a. The ATCRBS, sometimes referred to as secondary surveillance radar, consists of three main components: 1. Interrogator. Primary radar relies on a signal being transmitted from the radar antenna site and for this signal to be reflected or “bounced back” from an object (such as an aircraft). This reflected signal is then displayed as a “target” on the controller’s radarscope. In the ATCRBS, the Interrogator, a ground based radar beacon transmitter − receiver, scans in synchronism with the primary radar and transmits discrete radio signals which repetitiously request all transponders, on the mode being used, to reply. The replies received are then mixed with the primary returns and both are displayed on the same radarscope.

2. Transponder. This airborne radar beacon transmitter − receiver automatically receives the signals from the interrogator and selectively replies with a specific pulse group (code) only to those interrogations being received on the mode to which it is set. These replies are independent of, and much stronger than a primary radar return.

3. Radarscope. The radarscope used by the controller displays returns from both the primary radar system and the ATCRBS. These returns, called targets, are what the controller refers to in the control and separation of traffic.

b. The job of identifying and maintaining identification of primary radar targets is a long and tedious task for the controller. Some of the advantages of ATCRBS over primary radar are: 1. Reinforcement of radar targets.

2. Rapid target identification.

3. Unique display of selected codes.

c. A part of the ATCRBS ground equipment is the decoder. This equipment enables a controller to assign discrete transponder codes to each aircraft under his/her control. Normally only one code will be assigned for Surveillance Systems 4 − 5 − 3 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 the entire flight. Assignments are made by the ARTCC computer on the basis of the National Beacon Code Allocation Plan. The equipment is also designed to receive Mode C altitude information from the aircraft.

d. It should be emphasized that aircraft transponders greatly improve the effectiveness of radar systems.

REFERENCE − AIM, Para 4 − 1 − 20 , Transponder and ADS − B Out Operation.

4 − 5 − 3. Surveillance Radar a. Surveillance radars are divided into two general categories: Airport Surveillance Radar (ASR) and Air Route Surveillance Radar (ARSR).

1. ASR is designed to provide relatively short − range coverage in the general vicinity of an airport and to serve as an expeditious means of handling terminal area traffic through observation of precise aircraft locations on a radarscope. The ASR can also be used as an instrument approach aid.

2. ARSR is a long − range radar system designed primarily to provide a display of aircraft locations over large areas.

b. Surveillance radars scan through 360 degrees of azimuth and present target information on a radar display located in a tower or center. This information is used independently or in conjunction with other navigational aids in the control of air traffic.

4 − 5 − 4. Precision Approach Radar (PAR) a. PAR is designed for use as a landing aid rather than an aid for sequencing and spacing aircraft. PAR equipment may be used as a primary landing aid (See Chapter 5, Air Traffic Procedures, for additional information), or it may be used to monitor other types of approaches. It is designed to display range, azimuth, and elevation information.

b. Two antennas are used in the PAR array, one scanning a vertical plane, and the other scanning horizontally.

Since the range is limited to 10 miles, azimuth to 20 degrees, and elevation to 7 degrees, only the final approach area is covered. Each scope is divided into two parts. The upper half presents altitude and distance information, and the lower half presents azimuth and distance.

4 − 5 − 5. Airport Surface Detection Equipment (ASDE − X)/Airport Surface Surveillance Capability (ASSC) a. ASDE − X/ASSC is a multi − sensor surface surveillance system the FAA is acquiring for airports in the United States. This system provides high resolution, short − range, clutter free surveillance information about aircraft and vehicles, both moving and fixed, located on or near the surface of the airport’s runways and taxiways under all weather and visibility conditions. The system consists of: 1. A Primary Radar System. ASDE − X/ASSC system coverage includes the airport surface and the airspace up to 200 feet above the surface. Typically located on the control tower or other strategic location on the airport, the Primary Radar antenna is able to detect and display aircraft that are not equipped with or have malfunctioning transponders or ADS − B.

2. Interfaces. ASDE − X/ASSC contains an automation interface for flight identification via all automation platforms and interfaces with the terminal radar for position information.

3. Automation. A Multi − sensor Data Processor (MSDP) combines all sensor reports into a single target which is displayed to the air traffic controller.

4. Air Traffic Control Tower Display. A high resolution, color monitor in the control tower cab provides controllers with a seamless picture of airport operations on the airport surface.

b. The combination of data collected from the multiple sensors ensures that the most accurate information about aircraft location is received in the tower, thereby increasing surface safety and efficiency.

Surveillance Systems 4 − 5 − 4 9/5/24 AIM AIM 4/20/23 c. The following facilities are operational with ASDE − X: TBL 4 − 5 − 1 BWI Baltimore Washington International LAS Las Vegas Harry Reid International BOS Boston Logan International LAX Los Angeles International BDL Bradley International SDF Louisville International MDW Chicago Midway MEM Memphis International ORD Chicago O’Hare International MIA Miami International CLT Charlotte Douglas International MSP Minneapolis St. Paul International DFW Dallas/Fort Worth International EWR Newark International DEN Denver International MCO Orlando International DTW Detroit Metro Wayne County PHL Philadelphia International FLL Fort Lauderdale/Hollywood Intl PHX Phoenix Sky Harbor International MKE General Mitchell International DCA Ronald Reagan Washington National IAH George Bush International SAN San Diego International ATL Hartsfield − Jackson Atlanta Intl SLC Salt Lake City International HNL Honolulu International SEA Seattle − Tacoma International JFK John F. Kennedy International PVD Theodore Francis Green State SNA John Wayne − Orange County IAD Washington Dulles International LGA LaGuardia HOU William P. Hobby International STL Lambert St. Louis International d. The following facilities have been projected to receive ASSC: TBL 4 − 5 − 2 SFO San Francisco International CLE Cleveland − Hopkins International MCI Kansas City International CVG Cincinnati/Northern Kentucky Intl PDX Portland International MSY Louis Armstrong New Orleans Intl PIT Pittsburgh International ANC Ted Stevens Anchorage International ADW Joint Base Andrews AFB 4 − 5 − 6. Traffic Information Service (TIS) a. Introduction. The Traffic Information Service (TIS) provides information to the cockpit via data link, that is similar to VFR radar traffic advisories normally received over voice radio. Among the first FAA − provided data services, TIS is intended to improve the safety and efficiency of “see and avoid” flight through an automatic display that informs the pilot of nearby traffic and potential conflict situations. This traffic display is intended to assist the pilot in visual acquisition of these aircraft. TIS employs an enhanced capability of the terminal Mode S radar system, which contains the surveillance data, as well as the data link required to “uplink” this information to suitably − equipped aircraft (known as a TIS “client”). TIS provides estimated position, altitude, altitude trend, and ground track information for up to 8 intruder aircraft within 7 NM horizontally, +3,500 and − 3,000 feet Surveillance Systems 4 − 5 − 5 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 vertically of the client aircraft (see FIG 4 − 5 − 3 , TIS Proximity Coverage Volume). The range of a target reported at a distance greater than 7 NM only indicates that this target will be a threat within 34 seconds and does not display a precise distance. TIS will alert the pilot to aircraft (under surveillance of the Mode S radar) that are estimated to be within 34 seconds of potential collision, regardless of distance or altitude. TIS surveillance data is derived from the same radar used by ATC; this data is uplinked to the client aircraft on each radar scan (nominally every 5 seconds).

b. Requirements.

1. In order to use TIS, the client and any intruder aircraft must be equipped with the appropriate cockpit equipment and fly within the radar coverage of a Mode S radar capable of providing TIS. Typically, this will be within 55 NM of the sites depicted in FIG 4 − 5 − 4 , Terminal Mode S Radar Sites. ATC communication is not a requirement to receive TIS, although it may be required by the particular airspace or flight operations in which TIS is being used.

FIG 4 − 5 − 3 TIS Proximity Coverage Volume Surveillance Systems 4 − 5 − 6 9/5/24 AIM AIM 4/20/23 FIG 4 − 5 − 4 Terminal Mode S Radar Sites Surveillance Systems 4 − 5 − 7 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 FIG 4 − 5 − 5 Traffic Information Service (TIS) Avionics Block Diagram Surveillance Systems 4 − 5 − 8 9/5/24 AIM AIM 4/20/23 2. The cockpit equipment functionality required by a TIS client aircraft to receive the service consists of the following (refer to FIG 4 − 5 − 5 ): (a) Mode S data link transponder with altitude encoder.

(b) Data link applications processor with TIS software installed.

(c) Control − display unit.

(d) Optional equipment includes a digital heading source to correct display errors caused by “crab angle” and turning maneuvers.

NOTE − Some of the above functions will likely be combined into single pieces of avionics, such as (a) and (b).

3. To be visible to the TIS client, the intruder aircraft must, at a minimum, have an operating transponder (Mode A, C or S). All altitude information provided by TIS from intruder aircraft is derived from Mode C reports, if appropriately equipped.

4. TIS will initially be provided by the terminal Mode S systems that are paired with ASR − 9 digital primary radars. These systems are in locations with the greatest traffic densities, thus will provide the greatest initial benefit. The remaining terminal Mode S sensors, which are paired with ASR − 7 or ASR − 8 analog primary radars, will provide TIS pending modification or relocation of these sites. See FIG 4 − 5 − 4 , Terminal Mode S Radar Sites, for site locations. There is no mechanism in place, such as NOTAMs, to provide status update on individual radar sites since TIS is a nonessential, supplemental information service.

The FAA also operates en route Mode S radars (not illustrated) that rotate once every 12 seconds. These sites will require additional development of TIS before any possible implementation. There are no plans to implement TIS in the en route Mode S radars at the present time.

c. Capabilities.

1. TIS provides ground − based surveillance information over the Mode S data link to properly equipped client aircraft to aid in visual acquisition of proximate air traffic. The actual avionics capability of each installation will vary and the supplemental handbook material must be consulted prior to using TIS. A maximum of eight (8) intruder aircraft may be displayed; if more than eight aircraft match intruder parameters, the eight “most significant” intruders are uplinked. These “most significant” intruders are usually the ones in closest proximity and/or the greatest threat to the TIS client.

2. TIS, through the Mode S ground sensor, provides the following data on each intruder aircraft: (a) Relative bearing information in 6 − degree increments.

(b) Relative range information in 1/8 NM to 1 NM increments (depending on range).

(c) Relative altitude in 100 − foot increments (within 1,000 feet) or 500 − foot increments (from 1,000 − 3,500 feet) if the intruder aircraft has operating altitude reporting capability.

(d) Estimated intruder ground track in 45 − degree increments.

(e) Altitude trend data (level within 500 fpm or climbing/descending >500 fpm) if the intruder aircraft has operating altitude reporting capability.

(f) Intruder priority as either an “traffic advisory” or “proximate” intruder.

3. When flying from surveillance coverage of one Mode S sensor to another, the transfer of TIS is an automatic function of the avionics system and requires no action from the pilot.

4. There are a variety of status messages that are provided by either the airborne system or ground equipment to alert the pilot of high priority intruders and data link system status. These messages include the following: (a) Alert. Identifies a potential collision hazard within 34 seconds. This alert may be visual and/or audible, such as a flashing display symbol or a headset tone. A target is a threat if the time to the closest approach Surveillance Systems 4 − 5 − 9 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 in vertical and horizontal coordinates is less than 30 seconds and the closest approach is expected to be within 500 feet vertically and 0.5 nautical miles laterally.

(b) TIS Traffic. TIS traffic data is displayed.

(c) Coasting. The TIS display is more than 6 seconds old. This indicates a missing uplink from the ground system. When the TIS display information is more than 12 seconds old, the “No Traffic” status will be indicated.

(d) No Traffic. No intruders meet proximate or alert criteria. This condition may exist when the TIS system is fully functional or may indicate “coasting” between 12 and 59 seconds old (see (c) above).

(e) TIS Unavailable. The pilot has requested TIS, but no ground system is available. This condition will also be displayed when TIS uplinks are missing for 60 seconds or more.

(f) TIS Disabled. The pilot has not requested TIS or has disconnected from TIS.

(g) Good − bye. The client aircraft has flown outside of TIS coverage.

NOTE − Depending on the avionics manufacturer implementation, it is possible that some of these messages will not be directly available to the pilot.

5. Depending on avionics system design, TIS may be presented to the pilot in a variety of different displays, including text and/or graphics. Voice annunciation may also be used, either alone or in combination with a visual display. FIG 4 − 5 − 5 , Traffic Information Service (TIS), Avionics Block Diagram, shows an example of a TIS display using symbology similar to the Traffic Alert and Collision Avoidance System (TCAS) installed on most passenger air carrier/commuter aircraft in the U.S. The small symbol in the center represents the client aircraft and the display is oriented “track up,” with the 12 o’clock position at the top. The range rings indicate 2 and 5 NM.

Each intruder is depicted by a symbol positioned at the approximate relative bearing and range from the client aircraft. The circular symbol near the center indicates an “alert” intruder and the diamond symbols indicate “proximate” intruders.

6. The inset in the lower right corner of FIG 4 − 5 − 5 , Traffic Information Service (TIS), Avionics Block Diagram, shows a possible TIS data block display. The following information is contained in this data block: (a) The intruder, located approximately four o’clock, three miles, is a “proximate” aircraft and currently not a collision threat to the client aircraft. This is indicated by the diamond symbol used in this example.

(b) The intruder ground track diverges to the right of the client aircraft, indicated by the small arrow.

(c) The intruder altitude is 700 feet less than or below the client aircraft, indicated by the “ − 07” located under the symbol.

(d) The intruder is descending >500 fpm, indicated by the downward arrow next to the “ − 07” relative altitude information. The absence of this arrow when an altitude tag is present indicates level flight or a climb/descent rate less than 500 fpm.

NOTE − If the intruder did not have an operating altitude encoder (Mode C), the altitude and altitude trend “tags” would have been omitted.

d. Limitations.

1. TIS is NOT intended to be used as a collision avoidance system and does not relieve the pilot’s responsibility to “see and avoid” other aircraft (see paragraph 5 − 5 − 8 , See and Avoid). TIS must not be used for avoidance maneuvers during IMC or other times when there is no visual contact with the intruder aircraft. TIS is intended only to assist in visual acquisition of other aircraft in VMC. Avoidance maneuvers are neither provided nor authorized as a direct result of a TIS intruder display or TIS alert.

2. While TIS is a useful aid to visual traffic avoidance, it has some system limitations that must be fully understood to ensure proper use. Many of these limitations are inherent in secondary radar surveillance. In other Surveillance Systems 4 − 5 − 10 9/5/24 AIM AIM 4/20/23 words, the information provided by TIS will be no better than that provided to ATC. Other limitations and anomalies are associated with the TIS predictive algorithm.

(a) Intruder Display Limitations. TIS will only display aircraft with operating transponders installed.

TIS relies on surveillance of the Mode S radar, which is a “secondary surveillance” radar similar to the ATCRBS described in paragraph 4 − 5 − 2 .

(b) TIS Client Altitude Reporting Requirement. Altitude reporting is required by the TIS client aircraft in order to receive TIS. If the altitude encoder is inoperative or disabled, TIS will be unavailable, as TIS requests will not be honored by the ground system. As such, TIS requires altitude reporting to determine the Proximity Coverage Volume as indicated in FIG 4 − 5 − 3 . TIS users must be alert to altitude encoder malfunctions, as TIS has no mechanism to determine if client altitude reporting is correct. A failure of this nature will cause erroneous and possibly unpredictable TIS operation. If this malfunction is suspected, confirmation of altitude reporting with ATC is suggested.

(c) Intruder Altitude Reporting. Intruders without altitude reporting capability will be displayed without the accompanying altitude tag. Additionally, nonaltitude reporting intruders are assumed to be at the same altitude as the TIS client for alert computations. This helps to ensure that the pilot will be alerted to all traffic under radar coverage, but the actual altitude difference may be substantial. Therefore, visual acquisition may be difficult in this instance.

(d) Coverage Limitations. Since TIS is provided by ground − based, secondary surveillance radar, it is subject to all limitations of that radar. If an aircraft is not detected by the radar, it cannot be displayed on TIS.

Examples of these limitations are as follows: (1) TIS will typically be provided within 55 NM of the radars depicted in FIG 4 − 5 − 4 , Terminal Mode S Radar Sites. This maximum range can vary by radar site and is always subject to “line of sight” limitations; the radar and data link signals will be blocked by obstructions, terrain, and curvature of the earth.

(2) TIS will be unavailable at low altitudes in many areas of the country, particularly in mountainous regions. Also, when flying near the “floor” of radar coverage in a particular area, intruders below the client aircraft may not be detected by TIS.

(3) TIS will be temporarily disrupted when flying directly over the radar site providing coverage if no adjacent site assumes the service. A ground − based radar, similar to a VOR or NDB, has a zenith cone, sometimes referred to as the cone of confusion or cone of silence. This is the area of ambiguity directly above the station where bearing information is unreliable. The zenith cone setting for TIS is 34 degrees: Any aircraft above that angle with respect to the radar horizon will lose TIS coverage from that radar until it is below this 34 degree angle.

The aircraft may not actually lose service in areas of multiple radar coverage since an adjacent radar will provide TIS. If no other TIS − capable radar is available, the “Good − bye” message will be received and TIS terminated until coverage is resumed.

(e) Intermittent Operations. TIS operation may be intermittent during turns or other maneuvering, particularly if the transponder system does not include antenna diversity (antenna mounted on the top and bottom of the aircraft). As in (d) above, TIS is dependent on two − way, “line of sight” communications between the aircraft and the Mode S radar. Whenever the structure of the client aircraft comes between the transponder antenna (usually located on the underside of the aircraft) and the ground − based radar antenna, the signal may be temporarily interrupted.

(f) TIS Predictive Algorithm. TIS information is collected one radar scan prior to the scan during which the uplink occurs. Therefore, the surveillance information is approximately 5 seconds old. In order to present the intruders in a “real time” position, TIS uses a “predictive algorithm” in its tracking software. This algorithm uses track history data to extrapolate intruders to their expected positions consistent with the time of display in the cockpit. Occasionally, aircraft maneuvering will cause this algorithm to induce errors in the TIS display. These errors primarily affect relative bearing information; intruder distance and altitude will remain relatively accurate and may be used to assist in “see and avoid.” Some of the more common examples of these errors are as follows: Surveillance Systems 4 − 5 − 11 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 (1) When client or intruder aircraft maneuver excessively or abruptly, the tracking algorithm will report incorrect horizontal position until the maneuvering aircraft stabilizes.

(2) When a rapidly closing intruder is on a course that crosses the client at a shallow angle (either overtaking or head on) and either aircraft abruptly changes course within ¼ NM, TIS will display the intruder on the opposite side of the client than it actually is.

These are relatively rare occurrences and will be corrected in a few radar scans once the course has stabilized.

(g) Heading/Course Reference. Not all TIS aircraft installations will have onboard heading reference information. In these installations, aircraft course reference to the TIS display is provided by the Mode S radar.

The radar only determines ground track information and has no indication of the client aircraft heading. In these installations, all intruder bearing information is referenced to ground track and does not account for wind correction. Additionally, since ground − based radar will require several scans to determine aircraft course following a course change, a lag in TIS display orientation (intruder aircraft bearing) will occur. As in (f) above, intruder distance and altitude are still usable.

(h) Closely − Spaced Intruder Errors. When operating more than 30 NM from the Mode S sensor, TIS forces any intruder within 3/8 NM of the TIS client to appear at the same horizontal position as the client aircraft.

Without this feature, TIS could display intruders in a manner confusing to the pilot in critical situations (for example, a closely − spaced intruder that is actually to the right of the client may appear on the TIS display to the left). At longer distances from the radar, TIS cannot accurately determine relative bearing/distance information on intruder aircraft that are in close proximity to the client.

Because TIS uses a ground − based, rotating radar for surveillance information, the accuracy of TIS data is dependent on the distance from the sensor (radar) providing the service. This is much the same phenomenon as experienced with ground − based navigational aids, such as a VOR. As distance from the radar increases, the accuracy of surveillance decreases. Since TIS does not inform the pilot of distance from the Mode S radar, the pilot must assume that any intruder appearing at the same position as the client aircraft may actually be up to 3/8 NM away in any direction. Consistent with the operation of TIS, an alert on the display (regardless of distance from the radar) should stimulate an outside visual scan, intruder acquisition, and traffic avoidance based on outside reference.

e. Reports of TIS Malfunctions.

1. Users of TIS can render valuable assistance in the early correction of malfunctions by reporting their observations of undesirable performance. Reporters should identify the time of observation, location, type and identity of aircraft, and describe the condition observed; the type of transponder processor, and software in use can also be useful information. Since TIS performance is monitored by maintenance personnel rather than ATC, it is suggested that malfunctions be reported by radio or telephone to the nearest Flight Service Station (FSS) facility.

NOTE − TIS operates at only those terminal Mode S radar sites depicted in FIG 4 − 5 − 4 . Though similar in some ways, TIS is not related to TIS − B (Traffic Information Service − Broadcast).

4 − 5 − 7. Automatic Dependent Surveillance − Broadcast (ADS − B) Services a. Introduction.

1. Automatic Dependent Surveillance − Broadcast (ADS − B) is a surveillance technology deployed throughout the NAS (see FIG 4 − 5 − 6 ). The ADS − B system is composed of aircraft avionics and a ground infrastructure. Onboard avionics determine the position of the aircraft by using the GNSS and transmit its position along with additional information about the aircraft to ground stations for use by ATC and other ADS − B services. This information is transmitted at a rate of approximately once per second. (See FIG 4 − 5 − 7 and FIG 4 − 5 − 8 .)

2. In the United States, ADS − B equipped aircraft exchange information on one of two frequencies: 978 or 1090 MHz. The 1090 MHz frequency is also associated with Mode A, C, and S transponder operations. 1090 Surveillance Systems 4 − 5 − 12 9/5/24 AIM AIM 4/20/23 MHz transponders with integrated ADS − B functionality extend the transponder message sets with additional ADS − B information. This additional information is known as an “extended squitter” message and is referred to as 1090ES. ADS − B equipment operating on 978 MHz is known as the Universal Access Transceiver (UAT).

3. ADS − B avionics can have the ability to both transmit and receive information. The transmission of ADS − B information from an aircraft is known as ADS − B Out. The receipt of ADS − B information by an aircraft is known as ADS − B In. All aircraft operating within the airspace defined in 14 CFR § 91.225 are required to transmit the information defined in § 91.227 using ADS − B Out avionics.

4. In general, operators flying at 18,000 feet and above (Class A airspace) are required to have 1090ES equipment. Those that do not fly above 18,000 may use either UAT or 1090ES equipment. (Refer to 14 CFR §§ 91.225 and 91.227.) While the regulations do not require it, operators equipped with ADS − B In will realize additional benefits from ADS − B broadcast services: Traffic Information Service – Broadcast (TIS − B) (paragraph 4 − 5 − 8 ) and Flight Information Service − Broadcast (FIS − B) (paragraph 4 − 5 − 9 ).

FIG 4 − 5 − 6 ADS − B, TIS − B, and FIS − B: Broadcast Services Architecture b. ADS − B Certification and Performance Requirements.

ADS − B equipment may be certified as a surveillance source for air traffic separation services using ADS − B Out.

ADS − B equipment may also be certified for use with ADS − B In advisory services that enable appropriately equipped aircraft to display traffic and flight information. Refer to the aircraft’s flight manual supplement or Pilot Operating Handbook for the capabilities of a specific aircraft installation.

c. ADS − B Capabilities and Procedures.

1. ADS − B enables improved surveillance services, both air − to − air and air − to − ground, especially in areas where radar is ineffective due to terrain or where it is impractical or cost prohibitive. Initial NAS applications Surveillance Systems 4 − 5 − 13 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 of air − to − air ADS − B are for “advisory” use only, enhancing a pilot’s visual acquisition of other nearby equipped aircraft either when airborne or on the airport surface. Additionally, ADS − B will enable ATC and fleet operators to monitor aircraft throughout the available ground station coverage area.

FIG 4 − 5 − 7 En Route − ADS − B/ADS − R/TIS − B/FIS − B Service Ceilings/Floors FIG 4 − 5 − 8 Terminal − ADS − B/ADS − R/TIS − B/FIS − B Service Ceilings/Floors 2. One of the data elements transmitted by ADS − B is the aircraft’s Flight Identification (FLT ID). The FLT ID is comprised of a maximum of seven alphanumeric characters and must correspond to the aircraft identification filed in the flight plan. For airline and commuter aircraft, the FLT ID is usually the company name and flight number (for example, AAL3432), and is typically entered into the avionics by the flight crew during preflight. For general aviation (GA), if aircraft avionics allow dynamic modification of the FLT ID, the pilot can Surveillance Systems 4 − 5 − 14 9/5/24 AIM AIM 4/20/23 enter it prior to flight. However, some ADS − B avionics require the FLT ID to be set to the aircraft registration number (for example, N1234Q) by the installer and cannot be changed by the pilot from the cockpit. In both cases, the FLT ID must correspond to the aircraft identification filed in its flight plan.

ATC automation systems use the transmitted ADS − B FLT ID to uniquely identify each aircraft within a given airspace, and to correlate it to its filed flight plan for the purpose of providing surveillance and separation services. If the FLT ID and the filed aircraft identification are not identical, a Call Sign Mis − Match (CSMM) is generated and ATC automation systems may not associate the aircraft with its filed flight plan. In this case, air traffic services may be delayed or unavailable until the CSMM is corrected. Consequently, it is imperative that flight crews and GA pilots ensure the FLT ID entry correctly matches the aircraft identification filed in their flight plan.

3. Each ADS − B aircraft is assigned a unique ICAO address (also known as a 24 − bit address) that is broadcast by the ADS − B transmitter. This ICAO address is programmed at installation. Should multiple aircraft broadcast the same ICAO address while transiting the same ADS − B Only Service Volume, the ADS − B network may be unable to track the targets correctly. If radar reinforcement is available, tracking will continue. If radar is unavailable, the controller may lose target tracking entirely on one or both targets. Consequently, it is imperative that the ICAO address entry is correct.

4. Aircraft that are equipped with ADS − B avionics on the UAT datalink have a feature that allows them to broadcast an anonymous 24 − bit ICAO address. In this mode, the UAT system creates a randomized address that does not match the actual ICAO address assigned to the aircraft. The UAT anonymous 24 − bit address feature may only be used when the operator has not filed an IFR flight plan and is not requesting ATC services. In the anonymity mode, the aircraft’s beacon code must be set to 1200 and, depending on the manufacturer’s implementation, the aircraft FLT ID might not be transmitted. Pilots should be aware that while in UAT anonymity mode, they will not be eligible to receive ATC separation and flight following services, and may not benefit from enhanced ADS − B search and rescue capabilities.

5. ADS − B systems integrated with the transponder will automatically set the applicable emergency status when 7500, 7600, or 7700 are entered into the transponder. ADS − B systems not integrated with the transponder, or systems with optional emergency codes, will require that the appropriate emergency code is entered through a pilot interface. ADS − B is intended for inflight and airport surface use. Unless otherwise directed by ATC, transponder/ADS − B systems should be turned “on” and remain “on” whenever operating in the air or on the airport surface movement area.

d. ATC Surveillance Services using ADS − B − Procedures and Recommended Phraseology Radar procedures, with the exceptions found in this paragraph, are identical to those procedures prescribed for radar in AIM Chapter 4 and Chapter 5.

1. Preflight: If ATC services are anticipated when either a VFR or IFR flight plan is filed, the aircraft identification (as entered in the flight plan) must be entered as the FLT ID in the ADS − B avionics.

2. Inflight: When requesting surveillance services while airborne, pilots must disable the anonymous feature, if so equipped, prior to contacting ATC. Pilots must also ensure that their transmitted ADS − B FLT ID matches the aircraft identification as entered in their flight plan.

3. Aircraft with an Inoperative/Malfunctioning ADS − B Transmitter: (a) ATC will inform the flight crew when the aircraft’s ADS − B transmitter appears to be inoperative or malfunctioning: PHRASEOLOGY − YOUR ADS − B TRANSMITTER APPEARS TO BE INOPERATIVE/MALFUNCTIONING. STOP ADS − B TRANSMISSIONS.

(b) ATC will inform the flight crew if it becomes necessary to turn off the aircraft’s ADS − B transmitter.

Surveillance Systems 4 − 5 − 15 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 PHRASEOLOGY − STOP ADS − B TRANSMISSIONS.

(c) Other malfunctions and considerations: Loss of automatic altitude reporting capabilities (encoder failure) will result in loss of ATC altitude advisory services.

4. Procedures for Accommodation of Non − ADS − B Equipped Aircraft: (a) Pilots of aircraft not equipped with ADS − B may only operate outside airspace designated as ADS − B airspace in 14 CFR §91.225. Pilots of unequipped aircraft wishing to fly any portion of a flight in ADS − B airspace may seek a deviation from the regulation to conduct operations without the required equipment.

Direction for obtaining this deviation are available in Advisory Circular 90 − 114.

(b) While air traffic controllers can identify which aircraft are ADS − B equipped and which are not, there is no indication if a non − equipped pilot has obtained a preflight authorization to enter ADS − B airspace.

Situations may occur when the pilot of a non − equipped aircraft, without an authorization to operate in ADS − B airspace receives an ATC − initiated in − flight clearance to fly a heading, route, or altitude that would penetrate ADS − B airspace. Such clearances may be for traffic, weather, or simply to shorten the aircraft’s route of flight.

When this occurs, the pilot should acknowledge and execute the clearance, but must advise the controller that they are not ADS − B equipped and have not received prior authorization to operate in ADS − B airspace. The controller, at their discretion, will either acknowledge and proceed with the new clearance, or modify the clearance to avoid ADS − B airspace. In either case, the FAA will normally not take enforcement action for non − equipage in these circumstances.

NOTE − Pilots operating without ADS − B equipment must not request route or altitude changes that will result in an incursion into ADS − B airspace except for safety of flight; for example, weather avoidance. Unequipped aircraft that have not received a pre − flight deviation authorization will only be considered in compliance with regulation if the amendment to flight is initiated by ATC.

EXAMPLE − 1. ATC: “November Two Three Quebec, turn fifteen degrees left, proceed direct Bradford when able, rest of route unchanged.” Aircraft: “November Two Three Quebec, turning fifteen degrees left, direct Bradford when able, rest of route unchanged.

Be advised, we are negative ADS − B equipment and have not received authorization to operate in ADS − B airspace.” ATC : “November Two Three Quebec, roger” or “November Two Three Quebec, roger, turn twenty degrees right, rejoin Victor Ten, rest of route unchanged.” 2. ATC: “November Four Alpha Tango, climb and maintain one zero thousand for traffic.” Aircraft: “November Four Alpha Tango, leaving eight thousand for one zero thousand. Be advised, we are negative ADS − B equipment and have not received authorization to operate in ADS − B airspace.” ATC: “November Four Alpha Tango, roger” or “November Four Alpha Tango, roger, cancel climb clearance, maintain eight thousand.” REFERENCE − Federal Register Notice, Volume 84, Number 62, dated April 1, 2019.

e. ADS − B Limitations.

The ADS − B cockpit display of traffic is NOT intended to be used as a collision avoidance system and does not relieve the pilot’s responsibility to “see and avoid” other aircraft. (See paragraph 5 − 5 − 8 , See and Avoid). ADS − B must not be used for avoidance maneuvers during IMC or other times when there is no visual contact with the intruder aircraft. ADS − B is intended only to assist in visual acquisition of other aircraft. No avoidance maneuvers are provided or authorized, as a direct result of an ADS − B target being displayed in the cockpit.

f. Reports of ADS − B Malfunctions.

Surveillance Systems 4 − 5 − 16 9/5/24 AIM AIM 4/20/23 Users of ADS − B can provide valuable assistance in the correction of malfunctions by reporting instances of undesirable system performance. Since ADS − B performance is monitored by maintenance personnel rather than ATC, report malfunctions to the nearest Flight Service Station (FSS) facility by radio or telephone, or by sending an email to the ADS − B help desk at adsb@faa.gov. Reports should include: 1. Condition observed; 2. Date and time of observation; 3. Altitude and location of observation; 4. Type and call sign of the aircraft; and 5. Type and software version of avionics system.

4 − 5 − 8. Traffic Information Service − Broadcast (TIS − B) a. Introduction TIS − B is the broadcast of ATC derived traffic information to ADS − B equipped (1090ES or UAT) aircraft from ground radio stations. The source of this traffic information is derived from ground − based air traffic surveillance sensors. TIS − B service will be available throughout the NAS where there are both adequate surveillance coverage from ground sensors and adequate broadcast coverage from ADS − B ground radio stations. The quality level of traffic information provided by TIS − B is dependent upon the number and type of ground sensors available as TIS − B sources and the timeliness of the reported data. (See FIG 4 − 5 − 7 and FIG 4 − 5 − 8 .)

b. TIS − B Requirements.

In order to receive TIS − B service, the following conditions must exist: 1. Aircraft must be equipped with an ADS − B transmitter/receiver or transceiver, and a cockpit display of traffic information (CDTI).

2. Aircraft must fly within the coverage volume of a compatible ground radio station that is configured for TIS − B uplinks. (Not all ground radio stations provide TIS − B due to a lack of radar coverage or because a radar feed is not available).

3. Aircraft must be within the coverage of and detected by at least one ATC radar serving the ground radio station in use.

c. TIS − B Capabilities.

1. TIS − B is intended to provide ADS − B equipped aircraft with a more complete traffic picture in situations where not all nearby aircraft are equipped with ADS − B Out. This advisory − only application is intended to enhance a pilot’s visual acquisition of other traffic.

2. Only transponder − equipped targets (i.e., Mode A/C or Mode S transponders) are transmitted through the ATC ground system architecture. Current radar siting may result in limited radar surveillance coverage at lower altitudes near some airports, with subsequently limited TIS − B service volume coverage. If there is no radar coverage in a given area, then there will be no TIS − B coverage in that area.

d. TIS − B Limitations.

1. TIS − B is NOT intended to be used as a collision avoidance system and does not relieve the pilot’s responsibility to “see and avoid” other aircraft, in accordance with 14CFR §91.113b. TIS − B must not be used for avoidance maneuvers during times when there is no visual contact with the intruder aircraft. TIS − B is intended only to assist in the visual acquisition of other aircraft.

NOTE − No aircraft avoidance maneuvers are authorized as a direct result of a TIS − B target being displayed in the cockpit.

2. While TIS − B is a useful aid to visual traffic avoidance, its inherent system limitations must be understood to ensure proper use.

Surveillance Systems 4 − 5 − 17 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 (a) A pilot may receive an intermittent TIS − B target of themselves, typically when maneuvering (e.g., climbing turns) due to the radar not tracking the aircraft as quickly as ADS − B.

(b) The ADS − B − to − radar association process within the ground system may at times have difficulty correlating an ADS − B report with corresponding radar returns from the same aircraft. When this happens the pilot may see duplicate traffic symbols (i.e., “TIS − B shadows”) on the cockpit display.

(c) Updates of TIS − B traffic reports will occur less often than ADS − B traffic updates. TIS − B position updates will occur approximately once every 3 − 13 seconds depending on the type of radar system in use within the coverage area. In comparison, the update rate for ADS − B is nominally once per second.

(d) The TIS − B system only uplinks data pertaining to transponder − equipped aircraft. Aircraft without a transponder will not be displayed as TIS − B traffic.

(e) There is no indication provided when any aircraft is operating inside or outside the TIS − B service volume, therefore it is difficult to know if one is receiving uplinked TIS − B traffic information.

3. Pilots and operators are reminded that the airborne equipment that displays TIS − B targets is for pilot situational awareness only and is not approved as a collision avoidance tool. Unless there is an imminent emergency requiring immediate action, any deviation from an air traffic control clearance in response to perceived converging traffic appearing on a TIS − B display must be approved by the controlling ATC facility before commencing the maneuver, except as permitted under certain conditions in 14CFR §91.123.

Uncoordinated deviations may place an aircraft in close proximity to other aircraft under ATC control not seen on the airborne equipment and may result in a pilot deviation or other incident.

e. Reports of TIS − B Malfunctions.

Users of TIS − B can provide valuable assistance in the correction of malfunctions by reporting instances of undesirable system performance. Since TIS − B performance is monitored by maintenance personnel rather than ATC, report malfunctions to the nearest Flight Service Station (FSS) facility by radio or telephone, or by sending an email to the ADS − B help desk at adsb@faa.gov. Reports should include: 1. Condition observed; 2. Date and time of observation; 3. Altitude and location of observation; 4. Type and call sign of the aircraft; and 5. Type and software version of avionics system.

4 − 5 − 9. Flight Information Service − Broadcast (FIS − B) a. Introduction.

FIS − B is a ground broadcast service provided through the ADS − B Services network over the 978 MHz UAT data link. The FAA FIS − B system provides pilots and flight crews of properly equipped aircraft with a cockpit display of certain aviation weather and aeronautical information. FIS − B reception is line − of − sight within the service volume of the ground infrastructure. (See FIG 4 − 5 − 7 and FIG 4 − 5 − 8 .)

b. Weather Products.

FIS-B does not replace a preflight weather briefing from a source listed in paragraph 7 − 1 − 2 , FAA Weather Services, or inflight updates from an FSS or ATC. FIS-B information may be used by the pilot for the safe conduct of flight and aircraft movement; however, the information should not be the only source of weather or aeronautical information. A pilot should be particularly alert and understand the limitations and quality assurance issues associated with individual products. This includes graphical representation of next generation weather radar (NEXRAD) imagery and Notices to Air Missions (NOTAMs)/temporary flight restrictions (TFRs).

REFERENCE − AIM, Para 7 − 1 − 9 , Flight Information Services (FIS).

Advisory Circular (AC) 00 − 63, Use of Cockpit Displays of Digital Weather and Aeronautical Information.

Surveillance Systems 4 − 5 − 18 9/5/24 AIM AIM 4/20/23 c. Reports of FIS − B Malfunctions.

Users of FIS − B can provide valuable assistance in the correction of malfunctions by reporting instances of undesirable system performance. Since FIS − B performance is monitored by maintenance personnel rather than ATC, report malfunctions to the nearest Flight Service Station (FSS) facility by radio or telephone, or by sending an email to the ADS − B help desk at adsb@faa.gov. Reports should include: 1. Condition observed; 2. Date and time of observation; 3. Altitude and location of observation; 4. Type and call sign of the aircraft; and 5. Type and software version of avionics system.

Surveillance Systems 4 − 5 − 19 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 TBL 4 − 5 − 3 FIS−B Over UAT Product Update and Transmission Intervals Transmission Basic Product Update Interval Interval (95%) Product AIRMET As Available 5 minutes Yes As Available, then at 15 minute 5 minutes AWW/WW No intervals for 1 hour Ceiling As Available 10 minutes No As Available, then at 15 minute 5 minutes Yes Convective SIGMET intervals for 1 hour D − ATIS As Available 1 minute No Echo Top 5 minutes 5 minutes No 1 minute (where available), As METAR/SPECI 5 minutes Yes Available otherwise MRMS NEXRAD (CONUS) 2 minutes 15 minutes Yes MRMS NEXRAD (Regional) 2 minutes 2.5 minutes Yes NOTAMs − D/FDC As Available 10 minutes Yes NOTAMs − TFR As Available 10 minutes Yes PIREP As Available 10 minutes Yes As Available, then at 15 minute SIGMET 5 minutes Yes intervals for 1 hour SUA Status As Available 10 minutes Yes TAF/AMEND 6 Hours ( ± 15 minutes) 10 minutes Yes Temperature Aloft 10 minutes Yes 12 Hours ( ± 15 minutes) TWIP As Available 1 minute No Winds aloft 12 Hours ( ± 15 minutes) 10 minutes Yes Lightning strikes 5 minutes 5 minutes Yes Turbulence 1 minute 15 minutes Yes 60 minutes 15 minutes Yes Icing, Forecast Potential (FIP) Cloud tops 30 minutes 15 minutes Yes 1 Minute AWOS 1 minute 10 minutes No Graphical − AIRMET As Available 5 minutes Yes Center Weather Advisory (CWA) As Available 10 minutes Yes Temporary Restricted Areas (TRA) As Available 10 minutes Yes Temporary Military Operations Areas As Available 10 minutes Yes (TMOA) The Update Interval is the rate at which the product data is available from the source.

The Transmission Interval is the amount of time within which a new or updated product transmission must be completed (95%) and the rate or repetition interval at which the product is rebroadcast (95%).

The transmission and update intervals for the expanded set of basic meteorological products may be adjusted based on FAA and vendor agreement on the final product formats and performance requirements.

Surveillance Systems 4 − 5 − 20 9/5/24 AIM AIM 4/20/23 NOTE − 1. Details concerning the content, format, and symbols of the various data link products provided should be obtained from the specific avionics manufacturer.

2. NOTAM − D and NOTAM − FDC products broadcast via FIS − B are limited to those issued or effective within the past 30 days.

4 − 5 − 10. Automatic Dependent Surveillance − Rebroadcast (ADS − R) a. Introduction.

ADS − R is a datalink translation function of the ADS − B ground system required to accommodate the two separate operating frequencies (978 MHz and 1090 ES). The ADS − B system receives the ADS − B messages transmitted on one frequency and ADS − R translates and reformats the information for rebroadcast and use on the other frequency. This allows ADS − B In equipped aircraft to see nearby ADS − B Out traffic regardless of the operating link of the other aircraft. Aircraft operating on the same ADS − B frequency exchange information directly and do not require the ADS − R translation function. (See FIG 4 − 5 − 7 and FIG 4 − 5 − 8 .)

b. Reports of ADS − R Malfunctions.

Users of ADS–R can provide valuable assistance in the correction of malfunctions by reporting instances of undesirable system performance. Since ADS–R performance is monitored by maintenance personnel rather than ATC, report malfunctions to the nearest Flight Service Station (FSS) facility by radio or telephone, or by sending an email to the ADS − B help desk at adsb@faa.gov. Reports should include: 1. Condition observed; 2. Date and time of observation; 3. Altitude and location of observation; 4. Type and call sign of the aircraft and; 5. Type and software version of avionics system.

Surveillance Systems 4 − 5 − 21 9/5/24 AIM AIM 4/20/23

Section 4. Arrival Procedures

5 − 4 − 1. Standard Terminal Arrival (STAR) Procedures a. A STAR is an ATC coded IFR arrival route established for application to arriving IFR aircraft destined for certain airports. STARs simplify clearance delivery procedures, and also facilitate transition between en route and instrument approach procedures.

1. STAR procedures may have mandatory speeds and/or crossing altitudes published. Other STARs may have planning information depicted to inform pilots what clearances or restrictions to “expect.” “Expect” altitudes/speeds are not considered STAR procedures crossing restrictions unless verbally issued by ATC.

Published speed restrictions are independent of altitude restrictions and are mandatory unless modified by ATC.

Pilots should plan to cross waypoints with a published speed restriction, at the published speed, and should not exceed this speed past the associated waypoint unless authorized by ATC or a published note to do so. 11 STAR procedures may have mandatory speeds and/or crossing altitudes published. Other STARs may have planning information depicted to inform pilots what clearances or restrictions to “expect.” “Expect” altitudes/speeds are not considered STAR procedures crossing restrictions unless verbally issued by ATC. Published speed restrictions are independent of altitude restrictions and are mandatory unless modified by ATC. Pilots should plan to cross waypoints with a published speed restriction, at the published speed, and should not exceed this speed past the associated waypoint unless authorized by ATC or a published note to do so. A chart note used to transition from Mach to IAS may also be published. Pilots should maintain their cruise Mach number during the descent until reaching the published transition speed in knots, then continue the descent at that speed until the next published speed restriction on the STAR, or until it is necessary to comply with the speed limits published in 14 CFR §91.117.

NOTE − The “ expect ” altitudes/speeds are published so that pilots may have the information for planning purposes. These altitudes/speeds must not be used in the event of lost communications unless ATC has specifically advised the pilot to expect these altitudes/speeds as part of a further clearance.

REFERENCE − 14 CFR Section 91.185(c)(2)(iii).

2. When an IFR cleared route includes a STAR, pilots must maintain the last assigned altitude until receiving authorization to descend so as to comply with all published/issued altitude restrictions. This authorization may contain the phraseology “DESCEND VIA.” If vectored or cleared to deviate off a STAR, pilots must consider the STAR canceled. If the STAR contains published altitude restrictions, speed restrictions, or a chart note used to transition from Mach to IAS, those restrictions are also canceled and pilots will receive an altitude to maintain and, if necessary, a speed. If ATC intends to clear the aircraft back onto the STAR, controllers will advise pilots where to expect to resume the procedure. Pilots should then be prepared to rejoin the STAR at the subsequent fix or procedure leg.

(a) Clearance to “descend via” authorizes pilots to: (1) Descend at pilot’s discretion to meet published restrictions and laterally navigate on a STAR.

(2) When cleared to a waypoint depicted on a STAR, to descend from a previously assigned altitude at pilot’s discretion to the altitude depicted at that waypoint.

(3) Once established on the depicted arrival, to descend and to meet all published or assigned altitude and/or speed restrictions.

NOTE − 1. When otherwise cleared along a route or procedure that contains published speed restrictions, the pilot must comply with those speed restrictions independent of any descend via clearance.

2. ATC anticipates pilots will begin adjusting speed the minimum distance necessary prior to a published speed restriction so as to cross the waypoint/fix at the published speed. Once at the published speed, ATC expects pilots will maintain the Arrival Procedures 5 − 4 − 1 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 published speed until additional adjustment is required to comply with further published or ATC assigned speed restrictions or as required to ensure compliance with 14 CFR Section 91.117.

3. The “descend via” is used in conjunction with STARs to reduce phraseology by not requiring the controller to restate the altitude at the next waypoint/fix to which the pilot has been cleared.

4. Air traffic will assign an altitude to cross the waypoint/ fix, if no altitude is depicted at the waypoint/fix, for aircraft on a direct routing to a STAR. Air traffic must ensure obstacle clearance when issuing a “descend via” instruction to the pilot.

5. Minimum en route altitudes (MEA) are not considered restrictions; however, pilots must remain above all MEAs, unless receiving an ATC instruction to descend below the MEA.

EXAMPLE − 1. Lateral/routing clearance only.

“Cleared Tyler One arrival.” NOTE − In Example 1, pilots are cleared to fly the lateral path of the procedure. Compliance with any published speed restrictions is required. No descent is authorized.

2. Routing with assigned altitude.

“Cleared Tyler One arrival, descend and maintain flight level two four zero.” “Cleared Tyler One arrival, descend at pilot’s discretion, maintain flight level two four zero.” NOTE − In Example 2, the first clearance requires the pilot to descend to FL 240 as directed, comply with any published speed restrictions, and maintain FL 240 until cleared for further vertical navigation with a newly assigned altitude or a“descend via” clearance.

The second clearance authorizes the pilot to descend to FL 240 at his discretion, to comply with any published speed restrictions, and then maintain FL 240 until issued further instructions.

3. Lateral/routing and vertical navigation clearance.

“Descend via the Eagul Five arrival.” “Descend via the Eagul Five arrival, except, cross Vnnom at or above one two thousand.” NOTE − In Example 3, the first clearance authorized the aircraft to descend at pilot’s discretion on the Eagul Five arrival; the pilot must descend so as to comply with all published altitude and speed restrictions.

The second clearance authorizes the same, but requires the pilot to descend so as to cross at Vnnom at or above 12,000.

4. Lateral/routing and vertical navigation clearance when assigning altitude not published on procedure.

“Descend via the Eagul Five arrival, except after Geeno, maintain one zero thousand.” “Descend via the Eagul Five arrival, except cross Geeno at one one thousand then maintain seven thousand.” NOTE − I n Example 4, the first clearance authorized the aircraft to track laterally on the Eagul Five Arrival and to descend at pilot’s discretion so as to comply with all altitude and speed restrictions until reaching Geeno and then maintain 10,000. Upon reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend.

The second clearance requires the same, except the aircraft must cross Geeno at 11,000 and is then authorized to continue descent to and maintain 7,000.

5. Direct routing to intercept a STAR and vertical navigation clearance.

“Proceed direct Leoni, descend via the Leoni One arrival.” “Proceed direct Denis, cross Denis at or above flight level two zero zero, then descend via the Mmell One arrival.” NOTE − In Example 5, in the first clearance an altitude is published at Leoni; the aircraft proceeds to Leoni, crosses Leoni at the published altitude and then descends via the arrival. If a speed restriction is published at Leoni, the aircraft will slow to comply with the published speed.

In the second clearance, there is no altitude published at Denis; the aircraft must cross Denis at or above FL200, and then descends via the arrival.

Arrival Procedures 5 − 4 − 2 9/5/24 AIM AIM 4/20/23 (b) Pilots cleared for vertical navigation using the phraseology “descend via” must inform ATC upon initial contact with a new frequency, of the altitude leaving, “descending via (procedure name),” the runway transition or landing direction if assigned, and any assigned restrictions not published on the procedure.

EXAMPLE − 1. Delta 121 is cleared to descend via the Eagul Five arrival, runway 26 transition: “Delta One Twenty One leaving flight level one niner zero, descending via the Eagul Five arrival runway two-six transition.” 2. Delta 121 is cleared to descend via the Eagul Five arrival, but ATC has changed the bottom altitude to 12,000: “Delta One Twenty One leaving flight level one niner zero for one two thousand, descending via the Eagul Five arrival, runway two-six transition.” 3. (JetBlue 602 is cleared to descend via the Ivane Two arrival, landing south): “JetBlue six zero two leaving flight level two one zero descending via the Ivane Two arrival landing south.” b. Pilots of IFR aircraft destined to locations for which STARs have been published may be issued a clearance containing a STAR whenever ATC deems it appropriate.

c. Use of STARs requires pilot possession of at least the approved chart. RNAV STARs must be retrievable by the procedure name from the aircraft database and conform to charted procedure. As with any ATC clearance or portion thereof, it is the responsibility of each pilot to accept or refuse an issued STAR. Pilots should notify ATC if they do not wish to use a STAR by placing “NO STAR” in the remarks section of the flight plan or by the less desirable method of verbally stating the same to ATC.

d. STAR charts are published in the Terminal Procedures Publications (TPP) and are available on subscription from the National Aeronautical Charting Office.

e. PBN STAR.

1. Public PBN STARs are normally designed using RNAV 1, RNP 1, or A − RNP NavSpecs. These procedures require system performance currently met by GPS or DME/DME/IRU PBN systems that satisfy the criteria discussed in AC 90 − 100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. These procedures, using RNAV 1 and RNP 1 NavSpecs, must maintain a total system error of not more than 1 NM for 95% of the total flight time. Minimum values for A − RNP procedures will be charted in the PBN box (for example, 1.00 or 0.30).

2. In the U.S., a specific procedure’s PBN requirements will be prominently displayed in separate, standardized notes boxes. For procedures with PBN elements, the “PBN box” will contain the procedure’s NavSpec(s); and, if required: specific sensors or infrastructure needed for the navigation solution, any additional or advanced functional requirements, the minimum RNP value, and any amplifying remarks. Items listed in this PBN box are REQUIRED for the procedure’s PBN elements.

5 − 4 − 2. Local Flow Traffic Management Program a. This program is a continuing effort by the FAA to enhance safety, minimize the impact of aircraft noise and conserve aviation fuel. The enhancement of safety and reduction of noise is achieved in this program by minimizing low altitude maneuvering of arriving turbojet and turboprop aircraft weighing more than 12,500 pounds and, by permitting departure aircraft to climb to higher altitudes sooner, as arrivals are operating at higher altitudes at the points where their flight paths cross. The application of these procedures also reduces exposure time between controlled aircraft and uncontrolled aircraft at the lower altitudes in and around the terminal environment. Fuel conservation is accomplished by absorbing any necessary arrival delays for aircraft included in this program operating at the higher and more fuel efficient altitudes.

b. A fuel efficient descent is basically an uninterrupted descent (except where level flight is required for speed adjustment) from cruising altitude to the point when level flight is necessary for the pilot to stabilize the aircraft on final approach. The procedure for a fuel efficient descent is based on an altitude loss which is most efficient for the majority of aircraft being served. This will generally result in a descent gradient window of 250 − 350 feet per nautical mile.

Arrival Procedures 5 − 4 − 3 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 c. When crossing altitudes and speed restrictions are issued verbally or are depicted on a chart, ATC will expect the pilot to descend first to the crossing altitude and then reduce speed. Verbal clearances for descent will normally permit an uninterrupted descent in accordance with the procedure as described in paragraph b above.

Acceptance of a charted fuel efficient descent (Runway Profile Descent) clearance requires the pilot to adhere to the altitudes, speeds, and headings depicted on the charts unless otherwise instructed by ATC. PILOTS RECEIVING A CLEARANCE FOR A FUEL EFFICIENT DESCENT ARE EXPECTED TO ADVISE ATC IF THEY DO NOT HAVE RUNWAY PROFILE DESCENT CHARTS PUBLISHED FOR THAT AIRPORT OR ARE UNABLE TO COMPLY WITH THE CLEARANCE.

5 − 4 − 3. Approach Control a. Approach control is responsible for controlling all instrument flight operating within its area of responsibility. Approach control may serve one or more airfields, and control is exercised primarily by direct pilot and controller communications. Prior to arriving at the destination radio facility, instructions will be received from ARTCC to contact approach control on a specified frequency.

b. Radar Approach Control.

1. Where radar is approved for approach control service, it is used not only for radar approaches (Airport Surveillance Radar [ASR] and Precision Approach Radar [PAR]) but is also used to provide vectors in conjunction with published nonradar approaches based on radio NAVAIDs (ILS, VOR, NDB, TACAN). Radar vectors can provide course guidance and expedite traffic to the final approach course of any established IAP or to the traffic pattern for a visual approach. Approach control facilities that provide this radar service will operate in the following manner: (a) Arriving aircraft are either cleared to an outer fix most appropriate to the route being flown with vertical separation and, if required, given holding information or, when radar handoffs are effected between the ARTCC and approach control, or between two approach control facilities, aircraft are cleared to the airport or to a fix so located that the handoff will be completed prior to the time the aircraft reaches the fix. When radar handoffs are utilized, successive arriving flights may be handed off to approach control with radar separation in lieu of vertical separation.

(b) After release to approach control, aircraft are vectored to the final approach course (ILS, RNAV, GLS, VOR, ADF, etc.). Radar vectors and altitude or flight levels will be issued as required for spacing and separating aircraft. Therefore, pilots must not deviate from the headings issued by approach control. Aircraft will normally be informed when it is necessary to vector across the final approach course for spacing or other reasons. If approach course crossing is imminent and the pilot has not been informed that the aircraft will be vectored across the final approach course, the pilot should query the controller.

(c) The pilot is not expected to turn inbound on the final approach course unless an approach clearance has been issued. This clearance will normally be issued with the final vector for interception of the final approach course, and the vector will be such as to enable the pilot to establish the aircraft on the final approach course prior to reaching the final approach fix.

(d) In the case of aircraft already inbound on the final approach course, approach clearance will be issued prior to the aircraft reaching the final approach fix. When established inbound on the final approach course, radar separation will be maintained and the pilot will be expected to complete the approach utilizing the approach aid designated in the clearance (ILS, RNAV, GLS, VOR, radio beacons, etc.) as the primary means of navigation.

Therefore, once established on the final approach course, pilots must not deviate from it unless a clearance to do so is received from ATC.

(e) After passing the final approach fix on final approach, aircraft are expected to continue inbound on the final approach course and complete the approach or effect the missed approach procedure published for that airport.

2. ARTCCs are approved for and may provide approach control services to specific airports. The radar systems used by these centers do not provide the same precision as an ASR/PAR used by approach control Arrival Procedures 5 − 4 − 4 3/15/07 7110.65R CHG 2 AIM 9/5/24 9/5/24 AIM AIM 4/20/23 facilities and towers, and the update rate is not as fast. Therefore, pilots may be requested to report established on the final approach course.

3. Whether aircraft are vectored to the appropriate final approach course or provide their own navigation on published routes to it, radar service is automatically terminated when the landing is completed or when instructed to change to advisory frequency at uncontrolled airports, whichever occurs first.

5 − 4 − 4. Advance Information on Instrument Approach a. When landing at airports with approach control services and where two or more IAPs are published, pilots will be provided in advance of their arrival with the type of approach to expect or that they may be vectored for a visual approach. This information will be broadcast either by a controller or on ATIS. It will not be furnished when the visibility is three miles or better and the ceiling is at or above the highest initial approach altitude established for any low altitude IAP for the airport.

b. The purpose of this information is to aid the pilot in planning arrival actions; however, it is not an ATC clearance or commitment and is subject to change. Pilots should bear in mind that fluctuating weather, shifting winds, blocked runway, etc., are conditions which may result in changes to approach information previously received. It is important that pilots advise ATC immediately they are unable to execute the approach ATC advised will be used, or if they prefer another type of approach.

c. Aircraft destined to uncontrolled airports, which have automated weather data with broadcast capability, should monitor the ASOS/AWOS frequency to ascertain the current weather for the airport. The pilot must advise ATC when he/she has received the broadcast weather and state his/her intentions.

NOTE − 1. ASOS/AWOS should be set to provide one − minute broadcast weather updates at uncontrolled airports that are without weather broadcast capability by a human observer.

2. Controllers will consider the long line disseminated weather from an automated weather system at an uncontrolled airport as trend and planning information only and will rely on the pilot for current weather information for the airport. If the pilot is unable to receive the current broadcast weather, the last long line disseminated weather will be issued to the pilot.

When receiving IFR services, the pilot/aircraft operator is responsible for determining if weather/visibility is adequate for approach/landing.

d. When making an IFR approach to an airport not served by a tower or FSS, after ATC advises “CHANGE TO ADVISORY FREQUENCY APPROVED” you should broadcast your intentions, including the type of approach being executed, your position, and when over the final approach fix inbound (nonprecision approach) or when over the outer marker or fix used in lieu of the outer marker inbound (precision approach). Continue to monitor the appropriate frequency (UNICOM, etc.) for reports from other pilots.

5 − 4 − 5. Instrument Approach Procedure (IAP) Charts a. 14 CFR Section 91.175(a), Instrument approaches to civil airports, requires the use of SIAPs prescribed for the airport in 14 CFR Part 97 unless otherwise authorized by the Administrator (including ATC). If there are military procedures published at a civil airport, aircraft operating under 14 CFR Part 91 must use the civil procedure(s). Civil procedures are defined with “FAA” in parenthesis; e.g., (FAA), at the top, center of the procedure chart. DoD procedures are defined using the abbreviation of the applicable military service in parenthesis; e.g., (USAF), (USN), (USA). 14 CFR Section 91.175(g), Military airports, requires civil pilots flying into or out of military airports to comply with the IAPs and takeoff and landing minimums prescribed by the authority having jurisdiction at those airports. Unless an emergency exists, civil aircraft operating at military airports normally require advance authorization, commonly referred to as “Prior Permission Required” or “PPR.” Information on obtaining a PPR for a particular military airport can be found in the Chart Supplement.

NOTE − Civil aircraft may conduct practice VFR approaches using DoD instrument approach procedures when approved by the air traffic controller.

Arrival Procedures 5 − 4 − 5 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 1. IAPs (standard and special, civil and military) are based on joint civil and military criteria contained in the U.S. Standard for TERPS. The design of IAPs based on criteria contained in TERPS, takes into account the interrelationship between airports, facilities, and the surrounding environment, terrain, obstacles, noise sensitivity, etc. Appropriate altitudes, courses, headings, distances, and other limitations are specified and, once approved, the procedures are published and distributed by government and commercial cartographers as instrument approach charts.

2. Not all IAPs are published in chart form. Radar IAPs are established where requirements and facilities exist but they are printed in tabular form in appropriate U.S. Government Flight Information Publications.

3. The navigation equipment required to join and fly an instrument approach procedure is indicated by the title of the procedure and notes on the chart.

(a) Straight − in IAPs are identified by the navigational system providing the final approach guidance and the runway to which the approach is aligned (e.g., VOR RWY 13). Circling only approaches are identified by the navigational system providing final approach guidance and a letter (e.g., VOR A). More than one navigational system separated by a slash indicates that more than one type of equipment must be used to execute the final approach (e.g., VOR/DME RWY 31). More than one navigational system separated by the word “or” indicates either type of equipment may be used to execute the final approach (e.g., VOR or GPS RWY 15).

NOTE − This procedure identification method has changed and these procedures will be revised in the course of the normal procedure amendment process. The slash and equipment (e.g., /DME) information will be removed with future amendments. Pilots should review the procedure’s notes, planview annotations, and PBN/equipment requirements boxes to determine the capability needed to accomplish the procedure.

(b) In some cases, other types of navigation systems including radar may be required to execute other portions of the approach or to navigate to the IAF (e.g., an NDB procedure turn to an ILS, an NDB in the missed approach, or radar required to join the procedure or identify a fix). When radar or other equipment is required for procedure entry from the en route environment, a note will be charted in the planview of the approach procedure chart (e.g., RADAR REQUIRED or ADF REQUIRED). When radar or other equipment is required on portions of the procedure outside the final approach segment, including the missed approach, a note will be charted in the notes box of the pilot briefing portion of the approach chart (e.g., RADAR REQUIRED or DME REQUIRED). Notes are not charted when VOR is required outside the final approach segment. Pilots should ensure that the aircraft is equipped with the required NAVAID(s) in order to execute the approach, including the missed approach.

NOTE − Some military (i.e., U.S. Air Force and U.S. Navy) IAPs have these “additional equipment required” notes charted only in the planview of the approach procedure and do not conform to the same application standards used by the FAA.

(c) The FAA has initiated a program to provide a new notation for LOC approaches when charted on an ILS approach requiring other navigational aids to fly the final approach course. The LOC minimums will be annotated with the NAVAID required (e.g., “DME Required” or “RADAR Required”). During the transition period, ILS approaches will still exist without the annotation.

(d) Many ILS approaches having minima based on RVR are eligible for a landing minimum of RVR 1800.

Some of these approaches are to runways that have touchdown zone and centerline lights. For many runways that do not have touchdown and centerline lights, it is still possible to allow a landing minimum of RVR 1800.

For these runways, the normal ILS minimum of RVR 2400 can be annotated with a single or double asterisk or the dagger symbol “ † ”; for example “** 696/24 200 (200/1/2).” A note is included on the chart stating “**RVR 1800 authorized with use of FD or AP or HUD to DA.” The pilot must use the flight director, or autopilot with an approved approach coupler, or head up display to decision altitude or to the initiation of a missed approach.

In the interest of safety, single pilot operators should not fly approaches to 1800 RVR minimums on runways without touchdown and centerline lights using only a flight director, unless accompanied by the use of an autopilot with an approach coupler.

Arrival Procedures 5 − 4 − 6 9/5/24 AIM 9/5/24 AIM AIM 4/20/23 (e) The naming of multiple approaches of the same type to the same runway is also changing. Multiple approaches with the same guidance will be annotated with an alphabetical suffix beginning at the end of the alphabet and working backwards for subsequent procedures (e.g., ILS Z RWY 28, ILS Y RWY 28, etc.). The existing annotations such as ILS 2 RWY 28 or Silver ILS RWY 28 will be phased out and replaced with the new designation. The Cat II and Cat III designations are used to differentiate between multiple ILSs to the same runway unless there are multiples of the same type.

(f) RNAV (GPS) approaches to LNAV, LP, LNAV/VNAV and LPV lines of minima using WAAS and RNAV (GPS) approaches to LNAV and LNAV/VNAV lines of minima using GPS are charted as RNAV (GPS) RWY (Number) (e.g., RNAV (GPS) RWY 21).

(g) Performance − Based Navigation (PBN) Box. As charts are updated, a procedure’s PBN requirements and conventional equipment requirements will be prominently displayed in separate, standardized notes boxes.

For procedures with PBN elements, the PBN box will contain the procedure’s navigation specification(s); and, if required: specific sensors or infrastructure needed for the navigation solution, any additional or advanced functional requirements, the minimum Required Navigation Performance (RNP) value, and any amplifying remarks. Items listed in this PBN box are REQUIRED for the procedure’s PBN elements. For example, an ILS with an RNAV missed approach would require a specific capability to fly the missed approach portion of the procedure. That required capability will be listed in the PBN box. The separate Equipment Requirements box will list ground − based equipment requirements. On procedures with both PBN elements and equipment requirements, the PBN requirements box will be listed first. The publication of these notes will continue incrementally until all charts have been amended to comply with the new standard.

4. Approach minimums are based on the local altimeter setting for that airport, unless annotated otherwise; e.g., Oklahoma City/Will Rogers World approaches are based on having a Will Rogers World altimeter setting.

When a different altimeter source is required, or more than one source is authorized, it will be annotated on the approach chart; e.g., use Sidney altimeter setting, if not received, use Scottsbluff altimeter setting. Approach minimums may be raised when a nonlocal altimeter source is authorized. When more than one altimeter source is authorized, and the minima are different, they will be shown by separate lines in the approach minima box or a note; e.g., use Manhattan altimeter setting; when not available use Salina altimeter setting and increase all MDAs 40 feet. When the altimeter must be obtained from a source other than air traffic a note will indicate the source; e.g., Obtain local altimeter setting on CTAF. When the altimeter setting(s) on which the approach is based is not available, the approach is not authorized. Baro − VNAV must be flown using the local altimeter setting only.

Where no local altimeter is available, the LNAV/VNAV line will still be published for use by WAAS receivers with a note that Baro − VNAV is not authorized. When a local and at least one other altimeter setting source is authorized and the local altimeter is not available Baro − VNAV is not authorized; however, the LNAV/VNAV minima can still be used by WAAS receivers using the alternate altimeter setting source.

NOTE − Barometric Vertical Navigation (baro − VNAV). An RNAV system function which uses barometric altitude information from the aircraft’s altimeter to compute and present a vertical guidance path to the pilot. The specified vertical path is computed as a geometric path, typically computed between two waypoints or an angle based computation from a single waypoint.

Further guidance may be found in Advisory Circular 90 − 105.

5. A pilot adhering to the altitudes, flight paths, and weather minimums depicted on the IAP chart or vectors and altitudes issued by the radar controller, is assured of terrain and obstruction clearance and runway or airport alignment during approach for landing.

6. IAPs are designed to provide an IFR descent from the en route environment to a point where a safe landing can be made. They are prescribed and approved by appropriate civil or military authority to ensure a safe descent during instrument flight conditions at a specific airport. It is important that pilots understand these procedures and their use prior to attempting to fly instrument approaches.

7. TERPS criteria are provided for the following types of instrument approach procedures: Arrival Procedures 5 − 4 − 7 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 (a) Precision Approach (PA). An instrument approach based on a navigation system that provides course and glidepath deviation information meeting the precision standards of ICAO Annex 10. For example, PAR, ILS, and GLS are precision approaches.

(b) Approach with Vertical Guidance (APV). An instrument approach based on a navigation system that is not required to meet the precision approach standards of ICAO Annex 10 but provides course and glidepath deviation information. For example, Baro − VNAV, LDA with glidepath, LNAV/VNAV and LPV are APV approaches.

(c) Nonprecision Approach (NPA). An instrument approach based on a navigation system which provides course deviation information, but no glidepath deviation information. For example, VOR, NDB and LNAV. As noted in subparagraph k, Vertical Descent Angle (VDA) on Nonprecision Approaches, some approach procedures may provide a Vertical Descent Angle as an aid in flying a stabilized approach, without requiring its use in order to fly the procedure. This does not make the approach an APV procedure, since it must still be flown to an MDA and has not been evaluated with a glidepath.

b. The method used to depict prescribed altitudes on instrument approach charts differs according to techniques employed by different chart publishers. Prescribed altitudes may be depicted in four different configurations: minimum, maximum, mandatory, and recommended. The U.S. Government distributes charts produced by National Geospatial − Intelligence Agency (NGA) and FAA. Altitudes are depicted on these charts in the profile view with underscore, overscore, both or none to identify them as minimum, maximum, mandatory or recommended.

1. Minimum altitude will be depicted with the altitude value underscored. Aircraft are required to maintain altitude at or above the depicted value, e.g., 3000 .

2. Maximum altitude will be depicted with the altitude value overscored. Aircraft are required to maintain altitude at or below the depicted value, e.g., 4000 .

3. Mandatory altitude will be depicted with the altitude value both underscored and overscored. Aircraft are required to maintain altitude at the depicted value, e.g., 5000 .

4. Recommended altitude will be depicted with no overscore or underscore. These altitudes are depicted for descent planning, e.g., 6000.

NOTE − 1. Pilots are cautioned to adhere to altitudes as prescribed because, in certain instances, they may be used as the basis for vertical separation of aircraft by ATC. When a depicted altitude is specified in the ATC clearance, that altitude becomes mandatory as defined above.

2. The ILS glide slope is intended to be intercepted at the published glide slope intercept altitude. This point marks the PFAF and is depicted by the ”lightning bolt” symbol on U.S. Government charts. Intercepting the glide slope at this altitude marks the beginning of the final approach segment and ensures required obstacle clearance during descent from the glide slope intercept altitude to the lowest published decision altitude for the approach. Interception and tracking of the glide slope prior to the published glide slope interception altitude does not necessarily ensure that minimum, maximum, and/or mandatory altitudes published for any preceding fixes will be complied with during the descent. If the pilot chooses to track the glide slope prior to the glide slope interception altitude, they remain responsible for complying with published altitudes for any preceding stepdown fixes encountered during the subsequent descent.

3. Approaches used for simultaneous (parallel) independent and simultaneous close parallel operations procedurally require descending on the glideslope from the altitude at which the approach clearance is issued (refer to 5 − 4 − 15 and 5 − 4 − 16 ). For simultaneous close parallel (PRM) approaches, the Attention All Users Page (AAUP) may publish a note which indicates that descending on the glideslope/glidepath meets all crossing restrictions. However, if no such note is published, and for simultaneous independent approaches (4300 and greater runway separation) where an AAUP is not published, pilots are cautioned to monitor their descent on the glideslope/path outside of the PFAF to ensure compliance with published crossing restrictions during simultaneous operations.

4. When parallel approach courses are less than 2500 feet apart and reduced in-trail spacing is authorized for simultaneous dependent operations, a chart note will indicate that simultaneous operations require use of vertical guidance and that the Arrival Procedures 5 − 4 − 8 9/5/24 AIM AIM 4/20/23 pilot should maintain last assigned altitude until established on glide slope. These approaches procedurally require utilization of the ILS glide slope for wake turbulence mitigation. Pilots should not confuse these simultaneous dependent operations with (SOIA) simultaneous close parallel PRM approaches, where PRM appears in the approach title.

5. Altitude restrictions depicted at stepdown fixes within the final approach segment are applicable only when flying a Non − Precision Approach to a straight − in or circling line of minima identified as an MDA (H).

These altitude restrictions may be annotated with a note “LOC only” or “LNAV only.” Stepdown fix altitude restrictions within the final approach segment do not apply to pilots using Precision Approach (ILS) or Approach with Vertical Guidance (LPV, LNAV/VNAV) lines of minima identified as a DA(H), since obstacle clearance on these approaches is based on the aircraft following the applicable vertical guidance. Pilots are responsible for adherence to stepdown fix altitude restrictions when outside the final approach segment (i.e., initial or intermediate segment), regardless of which type of procedure the pilot is flying. (See FIG 5 − 4 − 1 .)

c. The Minimum Safe Altitudes (MSA) is published for emergency use on IAP or departure procedure (DP) graphic charts. MSAs provide 1,000 feet of clearance over all obstacles, but do not necessarily assure acceptable navigation signal coverage. The MSA depiction on the plan view of an approach chart or on a DP graphic chart contains the identifier of the center point of the MSA, the applicable radius of the MSA, a depiction of the sector(s), and the minimum altitudes above mean sea level which provide obstacle clearance. For conventional navigation systems, the MSA is normally based on the primary omnidirectional facility on which the IAP or DP graphic chart is predicated, but may be based on the airport reference point (ARP) if no suitable facility is available. For RNAV approaches or DP graphic charts, the MSA is based on an RNAV waypoint. MSAs normally have a 25 NM radius; however, for conventional navigation systems, this radius may be expanded to 30 NM if necessary to encompass the airport landing surfaces. A single sector altitude is normally established, however when the MSA is based on a facility and it is necessary to obtain relief from obstacles, an MSA with up to four sectors may be established.

Arrival Procedures 5 − 4 − 9 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 FIG 5 − 4 − 1 Instrument Approach Procedure Stepdown Fixes d. Terminal Arrival Area (TAA) 1. The TAA provides a transition from the en route structure to the terminal environment with little required pilot/air traffic control interface for aircraft equipped with Area Navigation (RNAV) systems. A TAA provides minimum altitudes with standard obstacle clearance when operating within the TAA boundaries. TAAs are primarily used on RNAV approaches but may be used on an ILS approach when RNAV is the sole means for navigation to the IF; however, they are not normally used in areas of heavy concentration of air traffic.

2. The basic design of the RNAV procedure underlying the TAA is normally the “T” design (also called the “Basic T”). The “T” design incorporates two IAFs plus a dual purpose IF/IAF that functions as both an intermediate fix and an initial approach fix. The T configuration continues from the IF/IAF to the final approach fix (FAF) and then to the missed approach point (MAP). The two base leg IAFs are typically aligned in a straight-line perpendicular to the intermediate course connecting at the IF/IAF. A Hold-in-Lieu-of Procedure Turn (HILPT) is anchored at the IF/IAF and depicted on U.S. Government publications using the “hold − in − lieu − of − PT” holding pattern symbol. When the HILPT is necessary for course alignment and/or descent, the dual purpose IF/IAF serves as an IAF during the entry into the pattern. Following entry into the HILPT pattern and when flying a route or sector labeled “NoPT,” the dual-purpose fix serves as an IF, marking the beginning of the Intermediate Segment. See FIG 5 − 4 − 2 and FIG 5 − 4 − 3 for the Basic “T” TAA configuration.

Arrival Procedures 5 − 4 − 10 4/20/23 AIM FIG 5 − 4 − 2 Basic “T” Design FIG 5 − 4 − 3 Basic “T” Design 3. The standard TAA based on the “T” design consists of three areas defined by the Initial Approach Fix (IAF) legs and the intermediate segment course beginning at the IF/IAF. These areas are called the straight − in, Arrival Procedures 5 − 4 − 11 9/5/24 AIM 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 left − base, and right − base areas. (See FIG 5 − 4 − 4 ). TAA area lateral boundaries are identified by magnetic courses TO the IF/IAF. The straight − in area can be further divided into pie − shaped sectors with the boundaries identified by magnetic courses TO the (IF/ IAF), and may contain stepdown sections defined by arcs based on RNAV distances from the IF/IAF. (See FIG 5 − 4 − 5 ). The right/left − base areas can only be subdivided using arcs based on RNAV distances from the IAFs for those areas.

FIG 5 − 4 − 4 TAA Area 4. Entry from the terminal area onto the procedure is normally accomplished via a no procedure turn (NoPT) routing or via a course reversal maneuver. The published procedure will be annotated “NoPT” to indicate when the course reversal is not authorized when flying within a particular TAA sector. Otherwise, the pilot is expected to execute the course reversal under the provisions of 14 CFR Section 91.175. The pilot may elect to use the course reversal pattern when it is not required by the procedure, but must receive clearance from air traffic control before beginning the procedure.

(a) ATC should not clear an aircraft to the left base leg or right base leg IAF within a TAA at an intercept angle exceeding 90 degrees. Pilots must not execute the HILPT course reversal when the sector or procedure segment is labeled “NoPT.” (b) ATC may clear aircraft direct to the fix labeled IF/IAF if the course to the IF/IAF is within the straight-in sector labeled “NoPT” and the intercept angle does not exceed 90 degrees. Pilots are expected to proceed direct to the IF/IAF and accomplish a straight-in approach. Do not execute HILPT course reversal. Pilots are also expected to fly the straight − in approach when ATC provides radar vectors and monitoring to the IF/IAF and issues a “straight-in” approach clearance; otherwise, the pilot is expected to execute the HILPT course reversal.

REFERENCE − AIM, Para 5 − 4 − 6 , Approach Clearance.

(c) On rare occasions, ATC may clear the aircraft for an approach at the airport without specifying the approach procedure by name or by a specific approach (for example, “cleared RNAV Runway 34 approach”) without specifying a particular IAF. In either case, the pilot should proceed direct to the IAF or to the IF/IAF Arrival Procedures 5 − 4 − 12 9/5/24 AIM AIM 4/20/23 associated with the sector that the aircraft will enter the TAA and join the approach course from that point and if required by that sector (i.e., sector is not labeled “NoPT), complete the HILPT course reversal.

NOTE − If approaching with a TO bearing that is on a sector boundary, the pilot is expected to proceed in accordance with a “NoPT” routing unless otherwise instructed by ATC.

5. Altitudes published within the TAA replace the MSA altitude. However, unlike MSA altitudes the TAA altitudes are operationally usable altitudes. These altitudes provide at least 1,000 feet of obstacle clearance, more in mountainous areas. It is important that the pilot knows which area of the TAA the aircraft will enter in order to comply with the minimum altitude requirements. The pilot can determine which area of the TAA the aircraft will enter by determining the magnetic bearing of the aircraft TO the fix labeled IF/IAF. The bearing should then be compared to the published lateral boundary bearings that define the TAA areas. Do not use magnetic bearing to the right-base or left-base IAFs to determine position.

(a) An ATC clearance direct to an IAF or to the IF/IAF without an approach clearance does not authorize a pilot to descend to a lower TAA altitude. If a pilot desires a lower altitude without an approach clearance, request the lower TAA altitude from ATC. Pilots not sure of the clearance should confirm their clearance with ATC or request a specific clearance. Pilots entering the TAA with two − way radio communications failure (14 CFR Section 91.185, IFR Operations: Two − way Radio Communications Failure), must maintain the highest altitude prescribed by Section 91.185(c)(2) until arriving at the appropriate IAF.

(b) Once cleared for the approach, pilots may descend in the TAA sector to the minimum altitude depicted within the defined area/subdivision, unless instructed otherwise by air traffic control. Pilots should plan their descent within the TAA to permit a normal descent from the IF/IAF to the FAF. In FIG 5 − 4 − 5 , pilots within the left or right − base areas are expected to maintain a minimum altitude of 6,000 feet until within 17 NM of the associated IAF. After crossing the 17 NM arc, descent is authorized to the lower charted altitudes. Pilots approaching from the northwest are expected to maintain a minimum altitude of 6,000 feet, and when within 22 NM of the IF/IAF, descend to a minimum altitude of 2,000 feet MSL until crossing the IF/IAF.

FIG 5 − 4 − 5 Sectored TAA Areas 6. U.S. Government charts depict TAAs using icons located in the plan view outside the depiction of the actual approach procedure. (See FIG 5 − 4 − 6 ). Use of icons is necessary to avoid obscuring any portion of the “T” Arrival Procedures 5 − 4 − 13 AIM 4/20/23 procedure (altitudes, courses, minimum altitudes, etc.). The icon for each TAA area will be located and oriented on the plan view with respect to the direction of arrival to the approach procedure, and will show all TAA minimum altitudes and sector/radius subdivisions. The IAF for each area of the TAA is included on the icon where it appears on the approach to help the pilot orient the icon to the approach procedure. The IAF name and the distance of the TAA area boundary from the IAF are included on the outside arc of the TAA area icon.

Arrival Procedures 5 − 4 − 14 9/5/24 AIM AIM 4/20/23

Appendix 3. Abbreviations/Acronyms

As used in this manual, the following abbreviations/acronyms have the meanings indicated.

Abbreviation/ Meaning Abbreviation/ Meaning Acronym Acronym ASRS . . . . . . Aviation Safety Reporting System AAWU . . . . . Alaskan Aviation Weather Unit ASSC Airport Surface Surveillance Capability AAS . . . . . . . Airport Advisory Service ATC . . . . . . . Air Traffic Control AAM . . . . . . Advanced Air Mobility AC . . . . . . . . Advisory Circular ATCRBS . . . . Air Traffic Control Radar Beacon System ACAR . . . . . Aircraft Communications Addressing and ATCSCC . . . . Air Traffic Control System Command Reporting System Center ADCUS . . . . Advise Customs ATCT . . . . . . Airport Traffic Control Tower ADDS . . . . . . Aviation Digital Data Service ATD . . . . . . . Along − Track Distance ADF . . . . . . . Automatic Direction Finder ATIS . . . . . . . Automatic Terminal Information Service ADIZ . . . . . . Air Defense Identification Zone ATO . . . . . . . Air Traffic Organization ADS − B . . . . . Automatic Dependent ATT . . . . . . . Attitude Retention System Surveillance − Broadcast AWC . . . . . . . Aviation Weather Center AFB . . . . . . . Air Force Base AWOS . . . . . Automated Weather Observing System AFCS . . . . . . Automatic Flight Control System AWTT . . . . . Aviation Weather Technology Transfer AFIS . . . . . . . Automatic Flight Information Service AWW . . . . . . Severe Weather Forecast Alert AFM . . . . . . . Aircraft Flight Manual BAASS . . . . . Bigelow Aerospace Advanced Space AGL . . . . . . . Above Ground Level Studies AHRS . . . . . . Attitude Heading Reference System BBS . . . . . . . Bulletin Board System AIM . . . . . . . Aeronautical Information Manual BC . . . . . . . . Back Course AIRMET . . . Airmen’s Meteorological Information BECMG . . . . Becoming group AIS . . . . . . . . Aeronautical Information Services BVLOS . . . . Beyond Visual Line of Sight ALD . . . . . . . Available Landing Distance C/A . . . . . . . . Coarse Acquisition ALDARS . . . Automated Lightning Detection and CAT . . . . . . . Clear Air Turbulence Reporting System CBO . . . . . . . Community − Based Organization ALS . . . . . . . Approach Light Systems CD . . . . . . . . Controller Display AMSL . . . . . Above Mean Sea Level CDI . . . . . . . . Course Deviation Indicator ANP . . . . . . . Actual Navigation Performance CDR . . . . . . . Coded Departure Route AOCC . . . . . Airline Operations Control Center CERAP . . . . . Combined Center/RAPCON AP . . . . . . . . Autopilot System CFA . . . . . . . Controlled Firing Area APV . . . . . . . Approach with Vertical Guidance CFIT . . . . . . . Controlled Flight into Terrain AR . . . . . . . . Authorization Required CFR . . . . . . . Code of Federal Regulations ARENA . . . . Areas Noted for Attention COA . . . . . . . Certificate of Waiver or Authorization ARFF IC . . . . Aircraft Rescue and Fire Fighting Incident CPDLC . . . . . Controller Pilot Data Link Commander Communications ARINC . . . . . Aeronautical Radio Incorporated CTAF . . . . . . Common Traffic Advisory Frequency ARO . . . . . . . Airport Reservations Office CVFP . . . . . . Charted Visual Flight Procedure ARSA . . . . . . Airport Radar Service Area CVRS . . . . . . Computerized Voice Reservation System ARSR . . . . . . Air Route Surveillance Radar CWA . . . . . . . Center Weather Advisory ARTCC . . . . . Air Route Traffic Control Center CWSU . . . . . Center Weather Service Unit ASDE − X . . . Airport Surface Detection Equipment − DA . . . . . . . . Decision Altitude Model X DCA . . . . . . . Ronald Reagan Washington National ASOS . . . . . . Automated Surface Observing System Airport ASR . . . . . . . Airport Surveillance Radar DCP . . . . . . . Data Collection Package DER . . . . . . . Departure End of Runway Abbreviations/Acronyms Appendix 3 − 1 3/15/07 7110.65R CHG 2 AIM 9/5/24 AIM 4/20/23 Abbreviation/ Meaning Abbreviation/ Meaning Acronym Acronym DH . . . . . . . . Decision Height GBAS . . . . . . Ground Based Augmentation System DME . . . . . . . Distance Measuring Equipment GEO . . . . . . . Geostationary Satellite DME/N . . . . . Standard DME GLS . . . . . . . GBAS Landing System DME/P . . . . . Precision DME GNSS . . . . . . Global Navigation Satellite System DoD . . . . . . . Department of Defense GNSSP . . . . . Global Navigation Satellite System Panel DP . . . . . . . . Instrument Departure Procedure GPS . . . . . . . Global Positioning System DPU . . . . . . . Data Processor Unit GRI . . . . . . . . Group Repetition Interval DRT . . . . . . . Diversion Recovery Tool GSD . . . . . . . Geographical Situation Display DRVSM . . . . Domestic Reduced Vertical Separation GUS . . . . . . . Ground Uplink Station Minimum HAT . . . . . . . Height Above Touchdown DVA . . . . . . . Diverse Vector Area HAZMAT . . . Hazardous Material DVFR . . . . . . Defense Visual Flight Rules HDTA . . . . . . High Density Traffic Airports DVRSN . . . . Diversion HEMS . . . . . Helicopter Emergency Medical Services EDCT . . . . . . Expect Departure Clearance Time HIRL . . . . . . High Intensity Runway Lights EFAS . . . . . . En Route Flight Advisory Service HRR . . . . . . . Helicopter Rapid Refueling Procedures EFV . . . . . . . Enhanced Flight Visibility HUD . . . . . . . Head − Up Display EFVS . . . . . . Enhanced Flight Vision System Hz . . . . . . . . . Hertz ELT . . . . . . . . Emergency Locator Transmitter IAF . . . . . . . . Initial Approach Fix EMAS . . . . . Engineered Materials Arresting System IAP . . . . . . . . Instrument Approach Procedure EPE . . . . . . . Estimate of Position Error IAS . . . . . . . . Indicated Air Speed ESV . . . . . . . Expanded Service Volume IAWP . . . . . . Initial Approach Waypoint ETA . . . . . . . Estimated Time of Arrival ICAO . . . . . . International Civil Aviation Organization ETD . . . . . . . Estimated Time of Departure IF . . . . . . . . . Intermediate Fix ETE . . . . . . . Estimated Time En Route IFR . . . . . . . . Instrument Flight Rules EWINS . . . . . Enhanced Weather Information System ILS . . . . . . . . Instrument Landing System EWR . . . . . . . Newark International Airport ILS/PRM . . . Instrument Landing System/Precision FA . . . . . . . . . Area Forecast Runway Monitor FAA . . . . . . . Federal Aviation Administration IM . . . . . . . . . Inner Marker FAF . . . . . . . . Final Approach Fix IMC . . . . . . . Instrument Meteorological Conditions FAWP . . . . . . Final Approach Waypoint InFO . . . . . . . Information For Operators FB . . . . . . . . . Fly − by INS . . . . . . . . Inertial Navigation System FCC . . . . . . . Federal Communications Commission IOC . . . . . . . . Initial Operational Capability FD . . . . . . . . Flight Director System IR . . . . . . . . . IFR Military Training Route FDC . . . . . . . Flight Data Center IRU . . . . . . . . Inertial Reference Unit FDE . . . . . . . Fault Detection and Exclusion ITWS . . . . . . Integrated Terminal Weather System FIR . . . . . . . . Flight Information Region JFK . . . . . . . . John F. Kennedy International Airport FIS . . . . . . . . Flight Information Service kHz . . . . . . . . Kilohertz FISDL . . . . . Flight Information Services Data Link LAA . . . . . . . Local Airport Advisory FLIP . . . . . . . Flight Information Publication LAANC . . . . Low Altitude Authorization and FMS . . . . . . . Flight Management System Notification Capability FO . . . . . . . . Fly − over LAAS . . . . . . Local Area Augmentation System FPA . . . . . . . . Flight Path Angle LAHSO . . . . Land and Hold Short Operations FPV . . . . . . . Flight Path Vector LAWRS . . . . Limited Aviation Weather Reporting FPNM . . . . . . Feet Per Nautical Mile Station FRIA . . . . . . FAA − Recognized Identification Area LDA . . . . . . . Localizer Type Directional Aid FSDO . . . . . . Flight Standards District Office LDA/PRM . . Localizer Type Directional Aid/Precision Runway Monitor FSS . . . . . . . . Flight Service Station Abbreviations/Acronyms Appendix 3 − 2 9/5/24 AIM AIM 4/20/23 Abbreviation/ Meaning Abbreviation/ Meaning Acronym Acronym LGA . . . . . . . LaGuardia Airport NDB . . . . . . . Nondirectional Radio Beacon LIRL . . . . . . . Low Intensity Runway Lights NEXRAD . . . Next Generation Weather Radar LLWAS . . . . . Low Level Wind Shear Alert System NGA . . . . . . . National Geospatial − Intelligence Agency LLWAS NE . Low Level Wind Shear Alert System NM . . . . . . . . Nautical Mile Network Expansion NMAC . . . . . Near Midair Collision LLWAS − RS . Low Level Wind Shear Alert System NOAA . . . . . National Oceanic and Atmospheric Relocation/Sustainment Administration LNAV . . . . . . Lateral Navigation NOPAC . . . . North Pacific LOC . . . . . . . Localizer NoPT . . . . . . No Procedure Turn Required LOP . . . . . . . Line − of − position NPA . . . . . . . Nonprecision Approach LORAN . . . . Long Range Navigation System NRS . . . . . . . Navigation Reference System LP . . . . . . . . . Localizer Performance NSA . . . . . . . National Security Area LPV . . . . . . . Localizer Performance with Vertical NSW . . . . . . . No Significant Weather Guidance NTSB . . . . . . National Transportation Safety Board LUAW . . . . . Line Up and Wait NTZ . . . . . . . No Transgression Zone LZ . . . . . . . . . Landing Zone NWS . . . . . . . National Weather Service MAHWP . . . Missed Approach Holding Waypoint OAT . . . . . . . Outside Air Temperature MAP . . . . . . . Missed Approach Point OBS . . . . . . . Omni − bearing Selector MAWP . . . . . Missed Approach Waypoint ODP . . . . . . . Obstacle Departure Procedure MDA . . . . . . Minimum Descent Altitude OIS . . . . . . . . Operational Information System MEA . . . . . . . Minimum En Route Altitude OIS . . . . . . . . Obstacle Identification Surface MEARTS . . . Micro En Route Automated Radar OM . . . . . . . . Outer Marker Tracking System OOP . . . . . . . Operations Over People METAR . . . . Aviation Routine Weather Report Chicago O’Hare International Airport ORD . . . . . . .

MGOW . . . . Maximum Gross Operating Weight P/CG . . . . . . . Pilot/Controller Glossary MHz . . . . . . . Megahertz MIRL . . . . . . Medium Intensity Runway Lights PA . . . . . . . . . Precision Approach MM . . . . . . . Middle Marker PAO . . . . . . . Public Aircraft Operation MOA . . . . . . Military Operations Area PAPI . . . . . . . Precision Approach Path Indicator MOCA . . . . . Minimum Obstruction Clearance Altitude PAR . . . . . . . Precision Approach Radar MRA . . . . . . Minimum Reception Altitude PAR . . . . . . . Preferred Arrival Route MRB . . . . . . . Magnetic Reference Bearing PC . . . . . . . . . Personal Computer MSA . . . . . . . Minimum Safe Altitude PDC . . . . . . . Pre − departure Clearance MSAW . . . . . Minimum Safe Altitude Warning PFD . . . . . . . Personal Flotation Device MSL . . . . . . . Mean Sea Level PIC . . . . . . . . Pilot − in − Command MTI . . . . . . . Moving Target Indicator PinS . . . . . . . Point − in − Space MTOS . . . . . . Mountain Obscuration PIREP . . . . . . Pilot Weather Report MTR . . . . . . . Military Training Route POB . . . . . . . Persons on Board MVA . . . . . . . Minimum Vectoring Altitude POFZ . . . . . . Precision Obstacle Free Zone MWA . . . . . . Mountain Wave Activity POI . . . . . . . . Principal Operations Inspector MWO . . . . . . Meteorological Watch Office PPS . . . . . . . . Precise Positioning Service NAS . . . . . . . National Airspace System PRM . . . . . . . Precision Runway Monitor NASA . . . . . . National Aeronautics and Space PT . . . . . . . . . Procedure Turn Administration QICP . . . . . . Qualified Internet Communications NAVAID . . . . Navigational Aid Provider NAVCEN . . . Coast Guard Navigation Center NCWF . . . . . National Convective Weather Forecast Abbreviations/Acronyms Appendix 3 − 3 3/15/07 7110.65R CHG 2 AIM 10/5/23 AIM 4/20/23 Abbreviation/ Meaning Abbreviation/ Meaning Acronym Acronym SOP . . . . . . . Standard Operating Procedure RA . . . . . . . . Resolution Advisory SPC . . . . . . . Storm Prediction Center RAA . . . . . . . Remote Advisory Airport SPS . . . . . . . . Standard Positioning Service RAIM . . . . . . Receiver Autonomous Integrity Monitoring STAR . . . . . . Standard Terminal Arrival RAIS . . . . . . Remote Airport Information Service STARS . . . . . Standard Terminal Automation RBDT . . . . . . Ribbon Display Terminals Replacement System RC . . . . . . . . Radio − Controlled STMP . . . . . . Special Traffic Management Program RCAG . . . . . Remote Center Air/Ground sUAS . . . . . . Small UAS RCC . . . . . . . Rescue Coordination Center TA . . . . . . . . . Traffic Advisory RCLS . . . . . . Runway Centerline Lighting System TAA . . . . . . . Terminal Arrival Area RCO . . . . . . . Remote Communications Outlet TAC . . . . . . . Terminal Area Chart RID . . . . . . . . Remote Identification TACAN . . . . Tactical Air Navigation RPIC . . . . . . . Remote Pilot − in − Command TAS . . . . . . . True Air Speed TAF . . . . . . . Aerodrome Forecast TCAS . . . . . . Traffic Alert and Collision Avoidance RD . . . . . . . . Rotor Diameter System REIL . . . . . . . Runway End Identifier Lights TCH . . . . . . . Threshold Crossing Height REL . . . . . . . Runway Entrance Lights TD . . . . . . . . Time Difference RFM . . . . . . . Rotorcraft Flight Manual TDLS . . . . . . Tower Data Link System RLIM . . . . . . Runway Light Intensity Monitor TDWR . . . . . Terminal Doppler Weather Radar RMI . . . . . . . Radio Magnetic Indicator TDZ . . . . . . . Touchdown Zone RNAV . . . . . . Area Navigation TDZE . . . . . . Touchdown Zone Elevation RNP . . . . . . . Required Navigation Performance TDZL . . . . . . Touchdown Zone Lights ROC . . . . . . . Required Obstacle Clearance TEC . . . . . . . Tower En Route Control RPAT . . . . . . RNP Parallel Approach Runway THL . . . . . . . Takeoff Hold Lights Transitions TIS . . . . . . . . Traffic Information Service RVR . . . . . . . Runway Visual Range TIS − B . . . . . . Traffic Information Service − Broadcast RVSM . . . . . . Reduced Vertical Separation Minimum TLS . . . . . . . Transponder Landing System RWSL . . . . . . Runway Status Light TPP . . . . . . . . Terminal Procedures Publications SAA . . . . . . . Sense and Avoid TRSA . . . . . . Terminal Radar Service Area SAFO . . . . . . Safety Alerts For Operators TRUST . . . . . The Recreational UAS Safety Test SAM . . . . . . . System Area Monitor TSO . . . . . . . Technical Standard Order SAR . . . . . . . Search and Rescue TWIB . . . . . . Terminal Weather Information for Pilots SAS . . . . . . . Stability Augmentation System System SATR . . . . . . Special Air Traffic Rules U.S. . . . . . . . United States SBAS . . . . . . Satellite − based Augmentation System UA . . . . . . . . Unmanned Aircraft SDF . . . . . . . Simplified Directional Facility UAM . . . . . . Urban Air Mobility SFL . . . . . . . . Sequenced Flashing Lights UAS . . . . . . . Unmanned Aircraft System SFR . . . . . . . Special Flight Rules UASFM . . . . UAS Facility Map SFRA . . . . . . Special Flight Rules Area UAV . . . . . . . Unmanned Aerial Vehicle SGI . . . . . . . . Special Government Interest UFO . . . . . . . Unidentified Flying Object SIAP . . . . . . . Standard Instrument Approach Procedure UHF . . . . . . . Ultrahigh Frequency SID . . . . . . . . Standard Instrument Departure USCG . . . . . . United States Coast Guard SIGMET . . . . Significant Meteorological Information UTC . . . . . . . Coordinated Universal Time SM . . . . . . . . Statute Mile UTM . . . . . . . UAS Traffic Management SMGCS . . . . Surface Movement Guidance Control System UWS . . . . . . . Urgent Weather SIGMET SNR . . . . . . . Signal − to − noise Ratio UWS . . . . . . . Urgent Weather SIGMET SOIA . . . . . . Simultaneous Offset Instrument VAR . . . . . . . Volcanic Activity Reporting Approaches Abbreviations/Acronyms Appendix 3 − 4

9/5/24 Pilot/Controller Glossary

PILOT/CONTROLLER

GLOSSARY

PURPOSE a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic Control system. It includes those terms which are intended for pilot/controller communications. Those terms most frequently used in pilot/controller communications are printed in bold italics . The definitions are primarily defined in an operational sense applicable to both users and operators of the National Airspace System. Use of the Glossary will preclude any misunderstandings concerning the system’s design, function, and purpose.

b. Because of the international nature of flying, terms used in the Lexicon, published by the International Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are followed by “[ICAO].” For the reader’s convenience, there are also cross references to related terms in other parts of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical Information Manual (AIM).

c. Terms used in this glossary that apply to flight service station (FSS) roles are included when they differ from air traffic control functions. These terms are followed by “[FSS].” d. This Glossary will be revised, as necessary, to maintain a common understanding of the system.

EXPLANATION OF CHANGES e. Terms Added: SPECIAL MILITARY ACTIVITY ROUTE (SMAR) WEATHER RADAR PRECIPITATION INTENSITY f. Terms Deleted: PRECIPITATION RADAR WEATHER DESCRIPTIONS g. Terms Modified: ADAPTED ROUTES DEVIATIONS h. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes.

PCG − 1 4/20/23 Pilot/Controller Glossary

A

AAM − (See ADVANCED AIR MOBILITY.)

AAR − (See AIRPORT ARRIVAL RATE.)

(See ADAPTED ROUTES.)

ABBREVIATED IFR FLIGHT PLANS − An authorization by ATC requiring pilots to submit only that information needed for the purpose of ATC. It includes only a small portion of the usual IFR flight plan information. In certain instances, this may be only aircraft identification, location, and pilot request. Other information may be requested if needed by ATC for separation/control purposes. It is frequently used by aircraft which are airborne and desire an instrument approach or by aircraft which are on the ground and desire a climb to VFR-on-top.

(See VFR-ON-TOP.)

(Refer to AIM.)

ABEAM − An aircraft is “abeam” a fix, point, or object when that fix, point, or object is approximately 90 degrees to the right or left of the aircraft track. Abeam indicates a general position rather than a precise point.

ABORT − To terminate a preplanned aircraft maneuver; e.g., an aborted takeoff.

ABRR − (See AIRBORNE REROUTE) AC − (See ADVISORY CIRCULAR.)

ACC [ICAO] − (See ICAO term AREA CONTROL CENTER.)

ACCELERATE-STOP DISTANCE AVAILABLE − The runway plus stopway length declared available and suitable for the acceleration and deceleration of an airplane aborting a takeoff.

ACCELERATE-STOP DISTANCE AVAILABLE [ICAO] − The length of the take-off run available plus the length of the stopway if provided.

ACDO − (See AIR CARRIER DISTRICT OFFICE.)

ACKNOWLEDGE − Let me know that you have received and understood this message.

ACL − (See AIRCRAFT LIST.)

ACLS − (See AUTOMATIC CARRIER LANDING SYSTEM.)

ACROBATIC FLIGHT − An intentional maneuver involving an abrupt change in an aircraft’s attitude, an abnormal attitude, or abnormal acceleration not necessary for normal flight.

(See ICAO term ACROBATIC FLIGHT.)

(Refer to 14 CFR Part 91.)

ACROBATIC FLIGHT [ICAO] − Maneuvers intentionally performed by an aircraft involving an abrupt change in its attitude, an abnormal attitude, or an abnormal variation in speed.

ACTIVE RUNWAY − (See RUNWAY IN USE/ACTIVE RUNWAY/DUTY RUNWAY.)

PCG A − 1 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 ACTUAL NAVIGATION PERFORMANCE (ANP) − (See REQUIRED NAVIGATION PERFORMANCE.)

ADAPTED ROUTES − Departure and/or arrival routes that are adapted in ARTCC ERAM computers to accomplish inter/intrafacility controller coordination and to ensure that flight data is posted at the proper control positions. Adapted routes are automatically applied to flight plans where appropriate. When the workload or traffic situation permits, controllers may provide radar vectors or assign requested routes to minimize circuitous routing. Adapted routes are usually confined to one ARTCC’s area and are referred to by the following names or abbreviations: a. Adapted Arrival Route (AAR). A specific arrival route from an appropriate en route point to an airport or terminal area. A Standard Terminal Arrival (STAR) and/or a partial Preferred IFR Route may be included in an AAR.

b. Adapted Departure Route (ADR). A specific departure route from an airport or terminal area to an en route point where there is no further need for flow control. An Instrument Departure Procedure (DP) and/or a partial Preferred IFR Route may be included in an ADR.

c. Adapted Departure and Arrival Route (ADAR). A route between two terminals which are within or immediately adjacent to one ARTCC’s area. ADARs are similar to Preferred IFR Routes and may share components, but they are not synonymous.

(See PREFFERED IFR ROUTES.)

ADAR − (See ADAPTED ROUTES.)

ADDITIONAL SERVICES − Advisory information provided by ATC which includes but is not limited to the following: a. Traffic advisories.

b. Vectors, when requested by the pilot, to assist aircraft receiving traffic advisories to avoid observed traffic.

c. Altitude deviation information of 300 feet or more from an assigned altitude as observed on a verified (reading correctly) automatic altitude readout (Mode C).

d. Advisories that traffic is no longer a factor.

e. Weather and chaff information.

f. Weather assistance.

g. Bird activity information.

h. Holding pattern surveillance. Additional services are provided to the extent possible contingent only upon the controller’s capability to fit them into the performance of higher priority duties and on the basis of limitations of the radar, volume of traffic, frequency congestion, and controller workload. The controller has complete discretion for determining if he/she is able to provide or continue to provide a service in a particular case. The controller’s reason not to provide or continue to provide a service in a particular case is not subject to question by the pilot and need not be made known to him/her.

(See TRAFFIC ADVISORIES.)

(Refer to AIM.)

ADF − (See AUTOMATIC DIRECTION FINDER.)

ADIZ − (See AIR DEFENSE IDENTIFICATION ZONE.)

ADLY − (See ARRIVAL DELAY.)

ADMINISTRATOR − The Federal Aviation Administrator or any person to whom he/she has delegated his/her authority in the matter concerned.

PCG A − 2 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary ADR − (See ADAPTED ROUTES.)

(See AIRPORT DEPARTURE RATE.)

ADS [ICAO] − (See ICAO term AUTOMATIC DEPENDENT SURVEILLANCE.)

ADS − B − (See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST.)

ADS − C − (See AUTOMATIC DEPENDENT SURVEILLANCE − CONTRACT.)

ADVANCED AIR MOBILITY (AAM) − A transportation system that transports people and property by air between two points in the NAS using aircraft with advanced technologies, including electric aircraft or electric vertical takeoff and landing aircraft, in both controlled and uncontrolled airspace.

ADVISE INTENTIONS − Tell me what you plan to do.

ADVISORY − Advice and information provided to assist pilots in the safe conduct of flight and aircraft movement.

(See ADVISORY SERVICE.)

ADVISORY CIRCULAR (AC) − An FAA publication, advisory and descriptive in nature, which is not regulatory.

ADVISORY FREQUENCY − The appropriate frequency to be used for Airport Advisory Service.

(See LOCAL AIRPORT ADVISORY.)

(See UNICOM.)

(Refer to ADVISORY CIRCULAR NO. 90-66.)

(Refer to AIM.)

ADVISORY SERVICE − Advice and information provided by a facility to assist pilots in the safe conduct of flight and aircraft movement.

(See ADDITIONAL SERVICES.)

(See LOCAL AIRPORT ADVISORY.)

(See RADAR ADVISORY.)

(See SAFETY ALERT.)

(See TRAFFIC ADVISORIES.)

(Refer to AIM.)

ADW − (See ARRIVAL DEPARTURE WINDOW) AERIAL REFUELING − A procedure used by the military to transfer fuel from one aircraft to another during flight.

(Refer to VFR/IFR Wall Planning Charts.)

AERODROME − A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure, and movement of aircraft.

AERODROME BEACON [ICAO] − Aeronautical beacon used to indicate the location of an aerodrome from the air.

AERODROME CONTROL SERVICE [ICAO] − Air traffic control service for aerodrome traffic.

AERODROME CONTROL TOWER [ICAO] − A unit established to provide air traffic control service to aerodrome traffic.

AERODROME ELEVATION [ICAO] − The elevation of the highest point of the landing area.

PCG A − 3 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 AERODROME TRAFFIC CIRCUIT [ICAO] − The specified path to be flown by aircraft operating in the vicinity of an aerodrome.

AERONAUTICAL BEACON − A visual NAVAID displaying flashes of white and/or colored light to indicate the location of an airport, a heliport, a landmark, a certain point of a Federal airway in mountainous terrain, or an obstruction.

(See AIRPORT ROTATING BEACON.)

(Refer to AIM.)

AERONAUTICAL CHART − A map used in air navigation containing all or part of the following: topographic features, hazards and obstructions, navigation aids, navigation routes, designated airspace, and airports.

Commonly used aeronautical charts are: a. Sectional Aeronautical Charts (1:500,000) − Designed for visual navigation of slow or medium speed aircraft. Topographic information on these charts features the portrayal of relief and a judicious selection of visual check points for VFR flight. Aeronautical information includes visual and radio aids to navigation, airports, controlled airspace, permanent special use airspace (SUA), obstructions, and related data.

b. VFR Terminal Area Charts (1:250,000) − Depict Class B airspace which provides for the control or segregation of all the aircraft within Class B airspace. The chart depicts topographic information and aeronautical information which includes visual and radio aids to navigation, airports, controlled airspace, permanent SUA, obstructions, and related data.

c. En Route Low Altitude Charts − Provide aeronautical information for en route instrument navigation (IFR) in the low altitude stratum. Information includes the portrayal of airways, limits of controlled airspace, position identification and frequencies of radio aids, selected airports, minimum en route and minimum obstruction clearance altitudes, airway distances, reporting points, permanent SUA, and related data. Area charts, which are a part of this series, furnish terminal data at a larger scale in congested areas.

d. En Route High Altitude Charts − Provide aeronautical information for en route instrument navigation (IFR) in the high altitude stratum. Information includes the portrayal of jet routes, identification and frequencies of radio aids, selected airports, distances, time zones, special use airspace, and related information.

e. Instrument Approach Procedure (IAP) Charts − Portray the aeronautical data which is required to execute an instrument approach to an airport. These charts depict the procedures, including all related data, and the airport diagram. Each procedure is designated for use with a specific type of electronic navigation system including NDB, TACAN, VOR, ILS RNAV and GLS. These charts are identified by the type of navigational aid(s)/equipment required to provide final approach guidance.

f. Instrument Departure Procedure (DP) Charts − Designed to expedite clearance delivery and to facilitate transition between takeoff and en route operations. Each DP is presented as a separate chart and may serve a single airport or more than one airport in a given geographical location.

g. Standard Terminal Arrival (STAR) Charts − Designed to expedite air traffic control arrival procedures and to facilitate transition between en route and instrument approach operations. Each STAR procedure is presented as a separate chart and may serve a single airport or more than one airport in a given geographical location.

h. Airport Taxi Charts − Designed to expedite the efficient and safe flow of ground traffic at an airport. These charts are identified by the official airport name; e.g., Ronald Reagan Washington National Airport.

(See ICAO term AERONAUTICAL CHART.)

AERONAUTICAL CHART [ICAO] − A representation of a portion of the earth, its culture and relief, specifically designated to meet the requirements of air navigation.

AERONAUTICAL INFORMATION MANUAL (AIM) − A primary FAA publication whose purpose is to instruct airmen about operating in the National Airspace System of the U.S. It provides basic flight information, ATC Procedures and general instructional information concerning health, medical facts, factors affecting flight safety, accident and hazard reporting, and types of aeronautical charts and their use.

PCG A − 4 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary AERONAUTICAL INFORMATION PUBLICATION (AIP) [ICAO] − A publication issued by or with the authority of a State and containing aeronautical information of a lasting character essential to air navigation.

(See CHART SUPPLEMENT.)

AERONAUTICAL INFORMATION SERVICES (AIS) − A facility in Silver Spring, MD, established by FAA to operate a central aeronautical information service for the collection, validation, and dissemination of aeronautical data in support of the activities of government, industry, and the aviation community. The information is published in the National Flight Data Digest.

(See NATIONAL FLIGHT DATA DIGEST.)

AFFIRMATIVE − Yes.

AFIS − (See AUTOMATIC FLIGHT INFORMATION SERVICE − ALASKA FSSs ONLY.)

AFP − (See AIRSPACE FLOW PROGRAM.)

AHA − (See AIRCRAFT HAZARD AREA.)

AIM − (See AERONAUTICAL INFORMATION MANUAL.)

AIP [ICAO] − (See ICAO term AERONAUTICAL INFORMATION PUBLICATION.)

AIR CARRIER DISTRICT OFFICE − An FAA field office serving an assigned geographical area, staffed with Flight Standards personnel serving the aviation industry and the general public on matters related to the certification and operation of scheduled air carriers and other large aircraft operations.

AIR DEFENSE EMERGENCY − A military emergency condition declared by a designated authority. This condition exists when an attack upon the continental U.S., Alaska, Canada, or U.S. installations in Greenland by hostile aircraft or missiles is considered probable, is imminent, or is taking place.

(Refer to AIM.)

AIR DEFENSE IDENTIFICATION ZONE (ADIZ) − An area of airspace over land or water in which the ready identification, location, and control of all aircraft (except for Department of Defense and law enforcement aircraft) is required in the interest of national security.

Note: ADIZ locations and operating and flight plan requirements for civil aircraft operations are specified in 14 CFR Part 99.

(Refer to AIM.)

AIR NAVIGATION FACILITY − Any facility used in, available for use in, or designed for use in, aid of air navigation, including landing areas, lights, any apparatus or equipment for disseminating weather information, for signaling, for radio-directional finding, or for radio or other electrical communication, and any other structure or mechanism having a similar purpose for guiding or controlling flight in the air or the landing and takeoff of aircraft.

(See NAVIGATIONAL AID.)

AIR ROUTE SURVEILLANCE RADAR − Air route traffic control center (ARTCC) radar used primarily to detect and display an aircraft’s position while en route between terminal areas. The ARSR enables controllers to provide radar air traffic control service when aircraft are within the ARSR coverage. In some instances, ARSR may enable an ARTCC to provide terminal radar services similar to but usually more limited than those provided by a radar approach control.

AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) − A facility established to provide air traffic control service to aircraft operating on IFR flight plans within controlled airspace and principally during the en route PCG A − 5 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 phase of flight. When equipment capabilities and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft.

(See EN ROUTE AIR TRAFFIC CONTROL SERVICES.)

(Refer to AIM.)

AIR TAXI − Used to describe a helicopter/VTOL aircraft movement conducted above the surface but normally not above 100 feet AGL. The aircraft may proceed either via hover taxi or flight at speeds more than 20 knots.

The pilot is solely responsible for selecting a safe airspeed/altitude for the operation being conducted.

(See HOVER TAXI.)

(Refer to AIM.)

AIR TRAFFIC − Aircraft operating in the air or on an airport surface, exclusive of loading ramps and parking areas.

(See ICAO term AIR TRAFFIC.)

AIR TRAFFIC [ICAO] − All aircraft in flight or operating on the maneuvering area of an aerodrome.

AIR TRAFFIC CLEARANCE − An authorization by air traffic control for the purpose of preventing collision between known aircraft, for an aircraft to proceed under specified traffic conditions within controlled airspace.

The pilot-in-command of an aircraft may not deviate from the provisions of a visual flight rules (VFR) or instrument flight rules (IFR) air traffic clearance except in an emergency or unless an amended clearance has been obtained. Additionally, the pilot may request a different clearance from that which has been issued by air traffic control (ATC) if information available to the pilot makes another course of action more practicable or if aircraft equipment limitations or company procedures forbid compliance with the clearance issued. Pilots may also request clarification or amendment, as appropriate, any time a clearance is not fully understood, or considered unacceptable because of safety of flight. Controllers should, in such instances and to the extent of operational practicality and safety, honor the pilot’s request. 14 CFR Part 91.3(a) states: “The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.” THE PILOT IS RESPONSIBLE TO REQUEST AN AMENDED CLEARANCE if ATC issues a clearance that would cause a pilot to deviate from a rule or regulation, or in the pilot’s opinion, would place the aircraft in jeopardy.

(See ATC INSTRUCTIONS.)

(See ICAO term AIR TRAFFIC CONTROL CLEARANCE.)

AIR TRAFFIC CONTROL − A service operated by appropriate authority to promote the safe, orderly and expeditious flow of air traffic.

(See ICAO term AIR TRAFFIC CONTROL SERVICE.)

AIR TRAFFIC CONTROL CLEARANCE [ICAO] − Authorization for an aircraft to proceed under conditions specified by an air traffic control unit.

Note 1: For convenience, the term air traffic control clearance is frequently abbreviated to clearance when used in appropriate contexts.

Note 2: The abbreviated term clearance may be prefixed by the words taxi, takeoff, departure, en route, approach or landing to indicate the particular portion of flight to which the air traffic control clearance relates.

AIR TRAFFIC CONTROL SERVICE − (See AIR TRAFFIC CONTROL.)

AIR TRAFFIC CONTROL SERVICE [ICAO] − A service provided for the purpose of: a. Preventing collisions: 1. Between aircraft; and 2. On the maneuvering area between aircraft and obstructions.

b. Expediting and maintaining an orderly flow of air traffic.

AIR TRAFFIC CONTROL SPECIALIST − A person authorized to provide air traffic control service.

(See AIR TRAFFIC CONTROL.)

(See FLIGHT SERVICE STATION.)

(See ICAO term CONTROLLER.)

PCG A − 6 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER (ATCSCC) − An Air Traffic Tactical Operations facility responsible for monitoring and managing the flow of air traffic throughout the NAS, producing a safe, orderly, and expeditious flow of traffic while minimizing delays. The following functions are located at the ATCSCC: a. Central Altitude Reservation Function (CARF). Responsible for coordinating, planning, and approving special user requirements under the Altitude Reservation (ALTRV) concept.

(See ALTITUDE RESERVATION.)

b. Airport Reservation Office (ARO). Monitors the operation and allocation of reservations for unscheduled operations at airports designated by the Administrator as High Density Airports. These airports are generally known as slot controlled airports. The ARO allocates reservations on a first come, first served basis determined by the time the request is received at the ARO.

(Refer to 14 CFR Part 93.)

(See CHART SUPPLEMENT.)

c. U.S. Notice to Air Missions (NOTAM) Office. Responsible for collecting, maintaining, and distributing NOTAMs for the U.S. civilian and military, as well as international aviation communities.

(See NOTICE TO AIR MISSIONS.)

d. Weather Unit. Monitor all aspects of weather for the U.S. that might affect aviation including cloud cover, visibility, winds, precipitation, thunderstorms, icing, turbulence, and more. Provide forecasts based on observations and on discussions with meteorologists from various National Weather Service offices, FAA facilities, airlines, and private weather services.

e. Air Traffic Organization (ATO) Space Operations and Unmanned Aircraft System (UAS); the Office of Primary Responsibility (OPR) for all space and upper class E tactical operations in the National Airspace System (NAS).

AIR TRAFFIC SERVICE − A generic term meaning: a. Flight Information Service.

b. Alerting Service.

c. Air Traffic Advisory Service.

d. Air Traffic Control Service: 1. Area Control Service, 2. Approach Control Service, or 3. Airport Control Service.

AIR TRAFFIC ORGANIZATION (ATO) − The FAA line of business responsible for providing safe and efficient air navigation services in the national airspace system.

AIR TRAFFIC SERVICE (ATS) ROUTES − The term “ATS Route” is a generic term that includes “VOR Federal airways,” “colored Federal airways,” “jet routes,” and “RNAV routes.” The term “ATS route” does not replace these more familiar route names, but serves only as an overall title when listing the types of routes that comprise the United States route structure.

AIRBORNE − An aircraft is considered airborne when all parts of the aircraft are off the ground.

AIRBORNE DELAY − Amount of delay to be encountered in airborne holding.

AIRBORNE REROUTE (ABRR) − A capability within the Traffic Flow Management System used for the timely development and implementation of tactical reroutes for airborne aircraft. This capability defines a set of aircraft − specific reroutes that address a certain traffic flow problem and then electronically transmits them to En Route Automation Modernization (ERAM) for execution by the appropriate sector controllers.

AIRCRAFT − Device(s) that are used or intended to be used for flight in the air, and when used in air traffic control terminology, may include the flight crew.

(See ICAO term AIRCRAFT.)

PCG A − 7 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 AIRCRAFT [ICAO] − Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface.

AIRCRAFT APPROACH CATEGORY − A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. An aircraft must fit in only one category. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimums for the category for that speed must be used. For example, an aircraft which falls in Category A, but is circling to land at a speed in excess of 91 knots, must use the approach Category B minimums when circling to land.

The categories are as follows: a. Category A − Speed less than 91 knots.

b. Category B − Speed 91 knots or more but less than 121 knots.

c. Category C − Speed 121 knots or more but less than 141 knots.

d. Category D − Speed 141 knots or more but less than 166 knots.

e. Category E − Speed 166 knots or more.

(Refer to 14 CFR Part 97.)

AIRCRAFT CLASSES − For the purposes of Wake Turbulence Separation Minima, ATC classifies aircraft as Super, Heavy, Large, and Small as follows: a. Super. The Airbus A-380-800 (A388) and the Antonov An-225 (A225) are classified as super.

b. Heavy − Aircraft capable of takeoff weights of 300,000 pounds or more whether or not they are operating at this weight during a particular phase of flight.

c. Large − Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to but not including 300,000 pounds.

d. Small − Aircraft of 41,000 pounds or less maximum certificated takeoff weight.

(Refer to AIM.)

AIRCRAFT CONFLICT − Predicted conflict, within EDST of two aircraft, or between aircraft and airspace. A Red alert is used for conflicts when the predicted minimum separation is 5 nautical miles or less. A Yellow alert is used when the predicted minimum separation is between 5 and approximately 12 nautical miles. A Blue alert is used for conflicts between an aircraft and predefined airspace.

(See EN ROUTE DECISION SUPPORT TOOL .)

AIRCRAFT LIST (ACL) − A view available with EDST that lists aircraft currently in or predicted to be in a particular sector’s airspace. The view contains textual flight data information in line format and may be sorted into various orders based on the specific needs of the sector team.

(See EN ROUTE DECISION SUPPORT TOOL .)

AIRCRAFT SURGE LAUNCH AND RECOVERY − Procedures used at USAF bases to provide increased launch and recovery rates in instrument flight rules conditions. ASLAR is based on: a. Reduced separation between aircraft which is based on time or distance. Standard arrival separation applies between participants including multiple flights until the DRAG point. The DRAG point is a published location on an ASLAR approach where aircraft landing second in a formation slows to a predetermined airspeed. The DRAG point is the reference point at which MARSA applies as expanding elements effect separation within a flight or between subsequent participating flights.

b. ASLAR procedures shall be covered in a Letter of Agreement between the responsible USAF military ATC facility and the concerned Federal Aviation Administration facility. Initial Approach Fix spacing requirements are normally addressed as a minimum.

AIRCRAFT HAZARD AREA (AHA) − Used by ATC to segregate air traffic from a launch vehicle, reentry vehicle, amateur rocket, jettisoned stages, hardware, or falling debris generated by failures associated with any PCG A − 8 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary of these activities. An AHA is designated via NOTAM as either a TFR or stationary ALTRV. Unless otherwise specified, the vertical limits of an AHA are from the surface to unlimited.

(See CONTINGENCY HAZARD AREA.)

(See REFINED HAZARD AREA.)

(See TRANSITIONAL HAZARD AREA.)

AIRCRAFT WAKE TURBULENCE CATEGORIES − For the purpose of Wake Turbulence Recategorization (RECAT) Separation Minima, ATC groups aircraft into categories ranging from Category A through Category I, dependent upon the version of RECAT that is applied. Specific category assignments vary and are listed in the RECAT Orders.

AIRMEN’S METEOROLOGICAL INFORMATION (AIRMET) − A concise description of an occurrence or expected occurrence of specified en route weather phenomena that may affect the safety of aircraft operations, but at intensities lower than those that require the issuance of a SIGMET. An AIRMET may be issued when any of the following weather phenomena are occurring or expected to occur: a. Moderate turbulence b. Low − level windshear c. Strong surface winds greater than 30 knots d. Moderate icing e. Freezing level f. Mountain obscuration g. IFR (See CONVECTIVE SIGMET.)

(See CWA.)

(See GRAPHICAL AIRMEN’S METEOROLOGICAL INFORMATION.)

(See SAW.)

(See SIGMET.)

(Refer to AIM.)

AIRPORT − An area on land or water that is used or intended to be used for the landing and takeoff of aircraft and includes its buildings and facilities, if any.

AIRPORT ADVISORY AREA − The area within ten miles of an airport without a control tower or where the tower is not in operation, and on which a Flight Service Station is located.

(See LOCAL AIRPORT ADVISORY.)

(Refer to AIM.)

AIRPORT ARRIVAL RATE (AAR) − A dynamic input parameter specifying the number of arriving aircraft which an airport or airspace can accept from the ARTCC per hour. The AAR is used to calculate the desired interval between successive arrival aircraft.

AIRPORT DEPARTURE RATE (ADR) − A dynamic parameter specifying the number of aircraft which can depart an airport and the airspace can accept per hour.

AIRPORT ELEVATION − The highest point of an airport’s usable runways measured in feet from mean sea level.

(See TOUCHDOWN ZONE ELEVATION.)

(See ICAO term AERODROME ELEVATION.)

AIRPORT LIGHTING − Various lighting aids that may be installed on an airport. Types of airport lighting include: a. Approach Light System (ALS) − An airport lighting facility which provides visual guidance to landing aircraft by radiating light beams in a directional pattern by which the pilot aligns the aircraft with the extended centerline of the runway on his/her final approach for landing. Condenser-Discharge Sequential Flashing Lights/Sequenced Flashing Lights may be installed in conjunction with the ALS at some airports. Types of Approach Light Systems are: PCG A − 9 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 1. ALSF-1 − Approach Light System with Sequenced Flashing Lights in ILS Cat-I configuration.

2. ALSF-2 − Approach Light System with Sequenced Flashing Lights in ILS Cat-II configuration. The ALSF-2 may operate as an SSALR when weather conditions permit.

3. SSALF − Simplified Short Approach Light System with Sequenced Flashing Lights.

4. SSALR − Simplified Short Approach Light System with Runway Alignment Indicator Lights.

5. MALSF − Medium Intensity Approach Light System with Sequenced Flashing Lights.

6. MALSR − Medium Intensity Approach Light System with Runway Alignment Indicator Lights.

7. RLLS − Runway Lead-in Light System Consists of one or more series of flashing lights installed at or near ground level that provides positive visual guidance along an approach path, either curving or straight, where special problems exist with hazardous terrain, obstructions, or noise abatement procedures.

8. RAIL − Runway Alignment Indicator Lights − Sequenced Flashing Lights which are installed only in combination with other light systems.

9. ODALS − Omnidirectional Approach Lighting System consists of seven omnidirectional flashing lights located in the approach area of a nonprecision runway. Five lights are located on the runway centerline extended with the first light located 300 feet from the threshold and extending at equal intervals up to 1,500 feet from the threshold. The other two lights are located, one on each side of the runway threshold, at a lateral distance of 40 feet from the runway edge, or 75 feet from the runway edge when installed on a runway equipped with a VASI.

(Refer to FAA Order JO 6850.2, Visual Guidance Lighting Systems.)

b. Runway Lights/Runway Edge Lights − Lights having a prescribed angle of emission used to define the lateral limits of a runway. Runway lights are uniformly spaced at intervals of approximately 200 feet, and the intensity may be controlled or preset.

c. Touchdown Zone Lighting − Two rows of transverse light bars located symmetrically about the runway centerline normally at 100 foot intervals. The basic system extends 3,000 feet along the runway.

d. Runway Centerline Lighting − Flush centerline lights spaced at 50-foot intervals beginning 75 feet from the landing threshold and extending to within 75 feet of the opposite end of the runway.

e. Threshold Lights − Fixed green lights arranged symmetrically left and right of the runway centerline, identifying the runway threshold.

f. Runway End Identifier Lights (REIL) − Two synchronized flashing lights, one on each side of the runway threshold, which provide rapid and positive identification of the approach end of a particular runway.

g. Visual Approach Slope Indicator (VASI) − An airport lighting facility providing vertical visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high intensity red and white focused light beams which indicate to the pilot that he/she is “on path” if he/she sees red/white, “above path” if white/white, and “below path” if red/red. Some airports serving large aircraft have three-bar VASIs which provide two visual glide paths to the same runway.

h. Precision Approach Path Indicator (PAPI) − An airport lighting facility, similar to VASI, providing vertical approach slope guidance to aircraft during approach to landing. PAPIs consist of a single row of either two or four lights, normally installed on the left side of the runway, and have an effective visual range of about 5 miles during the day and up to 20 miles at night. PAPIs radiate a directional pattern of high intensity red and white focused light beams which indicate that the pilot is “on path” if the pilot sees an equal number of white lights and red lights, with white to the left of the red; “above path” if the pilot sees more white than red lights; and “below path” if the pilot sees more red than white lights.

i. Boundary Lights − Lights defining the perimeter of an airport or landing area.

(Refer to AIM.)

AIRPORT MARKING AIDS − Markings used on runway and taxiway surfaces to identify a specific runway, a runway threshold, a centerline, a hold line, etc. A runway should be marked in accordance with its present usage such as: a. Visual.

PCG A − 10 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary b. Nonprecision instrument.

c. Precision instrument.

(Refer to AIM.)

AIRPORT REFERENCE POINT (ARP) − The approximate geometric center of all usable runway surfaces.

AIRPORT RESERVATION OFFICE − Office responsible for monitoring the operation of slot controlled airports. It receives and processes requests for unscheduled operations at slot controlled airports.

AIRPORT ROTATING BEACON − A visual NAVAID operated at many airports. At civil airports, alternating white and green flashes indicate the location of the airport. At military airports, the beacons flash alternately white and green, but are differentiated from civil beacons by dualpeaked (two quick) white flashes between the green flashes.

(See INSTRUMENT FLIGHT RULES.)

(See SPECIAL VFR OPERATIONS.)

(See ICAO term AERODROME BEACON.)

(Refer to AIM.)

AIRPORT SURFACE DETECTION EQUIPMENT (ASDE) − Surveillance equipment specifically designed to detect aircraft, vehicular traffic, and other objects, on the surface of an airport, and to present the image on a tower display. Used to augment visual observation by tower personnel of aircraft and/or vehicular movements on runways and taxiways. There are three ASDE systems deployed in the NAS: a. ASDE − 3 − a Surface Movement Radar.

b. ASDE − X − a system that uses an X − band Surface Movement Radar, multilateration, and ADS − B.

c. Airport Surface Surveillance Capability (ASSC) − A system that uses Surface Movement Radar, multilateration, and ADS − B.

AIRPORT SURVEILLANCE RADAR − Approach control radar used to detect and display an aircraft’s position in the terminal area. ASR provides range and azimuth information but does not provide elevation data. Coverage of the ASR can extend up to 60 miles.

AIRPORT TAXI CHARTS − (See AERONAUTICAL CHART.)

AIRPORT TRAFFIC CONTROL SERVICE − A service provided by a control tower for aircraft operating on the movement area and in the vicinity of an airport.

(See MOVEMENT AREA.)

(See TOWER.)

(See ICAO term AERODROME CONTROL SERVICE.)

AIRPORT TRAFFIC CONTROL TOWER − (See TOWER.)

AIRSPACE CONFLICT − Predicted conflict of an aircraft and active Special Activity Airspace (SAA).

AIRSPACE FLOW PROGRAM (AFP) − AFP is a Traffic Management (TM) process administered by the Air Traffic Control System Command Center (ATCSCC) where aircraft are assigned an Expect Departure Clearance Time (EDCT) in order to manage capacity and demand for a specific area of the National Airspace System (NAS). The purpose of the program is to mitigate the effects of en route constraints. It is a flexible program and may be implemented in various forms depending upon the needs of the air traffic system.

AIRSPACE HIERARCHY − Within the airspace classes, there is a hierarchy and, in the event of an overlap of airspace: Class A preempts Class B, Class B preempts Class C, Class C preempts Class D, Class D preempts Class E, and Class E preempts Class G.

AIRSPEED − The speed of an aircraft relative to its surrounding air mass. The unqualified term “airspeed” means one of the following: PCG A − 11 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 a. Indicated Airspeed − The speed shown on the aircraft airspeed indicator. This is the speed used in pilot/controller communications under the general term “airspeed.” (Refer to 14 CFR Part 1.)

b. True Airspeed − The airspeed of an aircraft relative to undisturbed air. Used primarily in flight planning and en route portion of flight. When used in pilot/controller communications, it is referred to as “true airspeed” and not shortened to “airspeed.” AIRSPACE RESERVATION − The term used in oceanic ATC for airspace utilization under prescribed conditions normally employed for the mass movement of aircraft or other special user requirements which cannot otherwise be accomplished. Airspace reservations must be classified as either “moving” or “stationary.” (See MOVING AIRSPACE RESERVATION) (See STATIONARY AIRSPACE RESERVATION.)

(See ALTITUDE RESERVATION.)

AIRSTART − The starting of an aircraft engine while the aircraft is airborne, preceded by engine shutdown during training flights or by actual engine failure.

AIRWAY − A Class E airspace area established in the form of a corridor, the centerline of which is defined by radio navigational aids.

(See FEDERAL AIRWAYS.)

(See ICAO term AIRWAY.)

(Refer to 14 CFR Part 71.)

(Refer to AIM.)

AIRWAY [ICAO] − A control area or portion thereof established in the form of corridor equipped with radio navigational aids.

AIRWAY BEACON − Used to mark airway segments in remote mountain areas. The light flashes Morse Code to identify the beacon site.

(Refer to AIM.)

AIS − (See AERONAUTICAL INFORMATION SERVICES.)

AIT − (See AUTOMATED INFORMATION TRANSFER.)

ALERFA (Alert Phase) [ICAO] − A situation wherein apprehension exists as to the safety of an aircraft and its occupants.

ALERT − A notification to a position that there is an aircraft-to-aircraft or aircraft-to-airspace conflict, as detected by Automated Problem Detection (APD).

ALERT AREA − (See SPECIAL USE AIRSPACE.)

ALERT NOTICE (ALNOT) − A request originated by a flight service station (FSS) or an air route traffic control center (ARTCC) for an extensive communication search for overdue, unreported, or missing aircraft.

ALERTING SERVICE − A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid and assist such organizations as required.

ALNOT − (See ALERT NOTICE.)

ALONG − TRACK DISTANCE (ATD) − The horizontal distance between the aircraft’s current position and a fix measured by an area navigation system that is not subject to slant range errors.

ALPHANUMERIC DISPLAY − Letters and numerals used to show identification, altitude, beacon code, and other information concerning a target on a radar display.

PCG A − 12 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary ALTERNATE AERODROME [ICAO] − An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing.

Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for the flight.

ALTERNATE AIRPORT − An airport at which an aircraft may land if a landing at the intended airport becomes inadvisable.

(See ICAO term ALTERNATE AERODROME.)

ALTIMETER SETTING − The barometric pressure reading used to adjust a pressure altimeter for variations in existing atmospheric pressure or to the standard altimeter setting (29.92).

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

ALTITUDE − The height of a level, point, or object measured in feet Above Ground Level (AGL) or from Mean Sea Level (MSL).

(See FLIGHT LEVEL.)

a. MSL Altitude − Altitude expressed in feet measured from mean sea level.

b. AGL Altitude − Altitude expressed in feet measured above ground level.

c. Indicated Altitude − The altitude as shown by an altimeter. On a pressure or barometric altimeter it is altitude as shown uncorrected for instrument error and uncompensated for variation from standard atmospheric conditions.

(See ICAO term ALTITUDE.)

ALTITUDE [ICAO] − The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL).

ALTITUDE READOUT − An aircraft’s altitude, transmitted via the Mode C transponder feature, that is visually displayed in 100-foot increments on a radar scope having readout capability.

(See ALPHANUMERIC DISPLAY.)

(Refer to AIM.)

ALTITUDE RESERVATION (ALTRV) − Airspace utilization under prescribed conditions normally employed for the mass movement of aircraft or other special user requirements which cannot otherwise be accomplished.

ALTRVs are approved by the appropriate FAA facility. ALTRVs must be classified as either “moving” or “stationary.” (See MOVING ALTITUDE RESERVATION.)

(See STATIONARY ALTITUDE RESERVATION.)

(See AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER.)

ALTITUDE RESTRICTION − An altitude or altitudes, stated in the order flown, which are to be maintained until reaching a specific point or time. Altitude restrictions may be issued by ATC due to traffic, terrain, or other airspace considerations.

ALTITUDE RESTRICTIONS ARE CANCELED − Adherence to previously imposed altitude restrictions is no longer required during a climb or descent.

ALTRV − (See ALTITUDE RESERVATION.)

AMVER − (See AUTOMATED MUTUAL-ASSISTANCE VESSEL RESCUE SYSTEM.)

APB − (See AUTOMATED PROBLEM DETECTION BOUNDARY.)

APD − (See AUTOMATED PROBLEM DETECTION.)

PCG A − 13 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 APDIA − (See AUTOMATED PROBLEM DETECTION INHIBITED AREA.)

APPROACH CLEARANCE − Authorization by ATC for a pilot to conduct an instrument approach. The type of instrument approach for which a clearance and other pertinent information is provided in the approach clearance when required.

(See CLEARED APPROACH.)

(See INSTRUMENT APPROACH PROCEDURE.)

(Refer to AIM.)

(Refer to 14 CFR Part 91.)

APPROACH CONTROL FACILITY − A terminal ATC facility that provides approach control service in a terminal area.

(See APPROACH CONTROL SERVICE.)

(See RADAR APPROACH CONTROL FACILITY.)

APPROACH CONTROL SERVICE − Air traffic control service provided by an approach control facility for arriving and departing VFR/IFR aircraft and, on occasion, en route aircraft. At some airports not served by an approach control facility, the ARTCC provides limited approach control service.

(See ICAO term APPROACH CONTROL SERVICE.)

(Refer to AIM.)

APPROACH CONTROL SERVICE [ICAO] − Air traffic control service for arriving or departing controlled flights.

APPROACH GATE − An imaginary point used within ATC as a basis for vectoring aircraft to the final approach course. The gate will be established along the final approach course 1 mile from the final approach fix on the side away from the airport and will be no closer than 5 miles from the landing threshold.

APPROACH/DEPARTURE HOLD AREA − The locations on taxiways in the approach or departure areas of a runway designated to protect landing or departing aircraft. These locations are identified by signs and markings.

APPROACH LIGHT SYSTEM − (See AIRPORT LIGHTING.)

APPROACH SEQUENCE − The order in which aircraft are positioned while on approach or awaiting approach clearance.

(See LANDING SEQUENCE.)

(See ICAO term APPROACH SEQUENCE.)

APPROACH SEQUENCE [ICAO] − The order in which two or more aircraft are cleared to approach to land at the aerodrome.

APPROACH SPEED − The recommended speed contained in aircraft manuals used by pilots when making an approach to landing. This speed will vary for different segments of an approach as well as for aircraft weight and configuration.

APPROACH WITH VERTICAL GUIDANCE (APV)– A term used to describe RNAV approach procedures that provide lateral and vertical guidance but do not meet the requirements to be considered a precision approach.

APPROPRIATE ATS AUTHORITY [ICAO] − The relevant authority designated by the State responsible for providing air traffic services in the airspace concerned. In the United States, the “appropriate ATS authority” is the Program Director for Air Traffic Planning and Procedures, ATP-1.

APPROPRIATE AUTHORITY − a. Regarding flight over the high seas: the relevant authority is the State of Registry.

b. Regarding flight over other than the high seas: the relevant authority is the State having sovereignty over the territory being overflown.

PCG A − 14 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary APPROPRIATE OBSTACLE CLEARANCE MINIMUM ALTITUDE − Any of the following: (See MINIMUM EN ROUTE IFR ALTITUDE.)

(See MINIMUM IFR ALTITUDE.)

(See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.)

(See MINIMUM VECTORING ALTITUDE.)

APPROPRIATE TERRAIN CLEARANCE MINIMUM ALTITUDE − Any of the following: (See MINIMUM EN ROUTE IFR ALTITUDE.)

(See MINIMUM IFR ALTITUDE.)

(See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.)

(See MINIMUM VECTORING ALTITUDE.)

APRON − A defined area on an airport or heliport intended to accommodate aircraft for purposes of loading or unloading passengers or cargo, refueling, parking, or maintenance. With regard to seaplanes, a ramp is used for access to the apron from the water.

(See ICAO term APRON.)

APRON [ICAO] − A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, refueling, parking or maintenance.

ARC − The track over the ground of an aircraft flying at a constant distance from a navigational aid by reference to distance measuring equipment (DME).

AREA CONTROL CENTER [ICAO] − An air traffic control facility primarily responsible for ATC services being provided IFR aircraft during the en route phase of flight. The U.S. equivalent facility is an air route traffic control center (ARTCC).

AREA NAVIGATION (RNAV) − A method of navigation which permits aircraft operation on any desired flight path within the coverage of ground − or space − based navigation aids or within the limits of the capability of self-contained aids, or a combination of these.

Note: Area navigation includes performance − based navigation as well as other operations that do not meet the definition of performance − based navigation.

AREA NAVIGATION (RNAV) APPROACH CONFIGURATION: a. STANDARD T − An RNAV approach whose design allows direct flight to any one of three initial approach fixes (IAF) and eliminates the need for procedure turns. The standard design is to align the procedure on the extended centerline with the missed approach point (MAP) at the runway threshold, the final approach fix (FAF), and the initial approach/intermediate fix (IAF/IF). The other two IAFs will be established perpendicular to the IF.

b. MODIFIED T − An RNAV approach design for single or multiple runways where terrain or operational constraints do not allow for the standard T. The “T” may be modified by increasing or decreasing the angle from the corner IAF(s) to the IF or by eliminating one or both corner IAFs.

c. STANDARD I − An RNAV approach design for a single runway with both corner IAFs eliminated. Course reversal or radar vectoring may be required at busy terminals with multiple runways.

d. TERMINAL ARRIVAL AREA (TAA) − The TAA is controlled airspace established in conjunction with the Standard or Modified T and I RNAV approach configurations. In the standard TAA, there are three areas: straight-in, left base, and right base. The arc boundaries of the three areas of the TAA are published portions of the approach and allow aircraft to transition from the en route structure direct to the nearest IAF. TAAs will also eliminate or reduce feeder routes, departure extensions, and procedure turns or course reversal.

1. STRAIGHT-IN AREA − A 30 NM arc centered on the IF bounded by a straight line extending through the IF perpendicular to the intermediate course.

2. LEFT BASE AREA − A 30 NM arc centered on the right corner IAF. The area shares a boundary with the straight-in area except that it extends out for 30 NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc.

PCG A − 15 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 3. RIGHT BASE AREA − A 30 NM arc centered on the left corner IAF. The area shares a boundary with the straight-in area except that it extends out for 30 NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc.

AREA NAVIGATION (RNAV) GLOBAL POSITIONING SYSTEM (GPS) PRECISION RUNWAY MONITORING (PRM) APPROACH– A GPS approach, which requires vertical guidance, used in lieu of another type of PRM approach to conduct approaches to parallel runways whose extended centerlines are separated by less than 4,300 feet and at least 3,000 feet, where simultaneous close parallel approaches are permitted. Also used in lieu of an ILS PRM and/or LDA PRM approach to conduct Simultaneous Offset Instrument Approach (SOIA) operations.

ARMY AVIATION FLIGHT INFORMATION BULLETIN − A bulletin that provides air operation data covering Army, National Guard, and Army Reserve aviation activities.

ARO − (See AIRPORT RESERVATION OFFICE.)

ARRESTING SYSTEM − A safety device consisting of two major components, namely, engaging or catching devices and energy absorption devices for the purpose of arresting both tailhook and/or nontailhook-equipped aircraft. It is used to prevent aircraft from overrunning runways when the aircraft cannot be stopped after landing or during aborted takeoff. Arresting systems have various names; e.g., arresting gear, hook device, wire barrier cable.

(See ABORT.)

(Refer to AIM.)

ARRIVAL CENTER − The ARTCC having jurisdiction for the impacted airport.

ARRIVAL DELAY − A parameter which specifies a period of time in which no aircraft will be metered for arrival at the specified airport.

ARRIVAL/DEPARTURE WINDOW (ADW) − A depiction presented on an air traffic control display, used by the controller to prevent possible conflicts between arrivals to, and departures from, a runway. The ADW identifies that point on the final approach course by which a departing aircraft must have begun takeoff .

ARRIVAL SECTOR (En Route) − An operational control sector containing one or more meter fixes on or near the TRACON boundary.

ARRIVAL TIME − The time an aircraft touches down on arrival.

ARSR − (See AIR ROUTE SURVEILLANCE RADAR.)

ARTCC − (See AIR ROUTE TRAFFIC CONTROL CENTER.)

ASDA − (See ACCELERATE-STOP DISTANCE AVAILABLE.)

ASDA [ICAO] − (See ICAO Term ACCELERATE-STOP DISTANCE AVAILABLE.)

ASDE − (See AIRPORT SURFACE DETECTION EQUIPMENT.)

ASLAR − (See AIRCRAFT SURGE LAUNCH AND RECOVERY.)

ASR − (See AIRPORT SURVEILLANCE RADAR.)

ASR APPROACH − (See SURVEILLANCE APPROACH.)

PCG A − 16 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary ASSOCIATED − A radar target displaying a data block with flight identification and altitude information.

(See UNASSOCIATED.)

ATC − (See AIR TRAFFIC CONTROL.)

ATC ADVISES − Used to prefix a message of noncontrol information when it is relayed to an aircraft by other than an air traffic controller.

(See ADVISORY.)

ATC ASSIGNED AIRSPACE − Airspace of defined vertical/lateral limits, assigned by ATC, for the purpose of providing air traffic segregation between the specified activities being conducted within the assigned airspace and other IFR air traffic.

(See SPECIAL USE AIRSPACE.)

ATC CLEARANCE − (See AIR TRAFFIC CLEARANCE.)

ATC CLEARS − Used to prefix an ATC clearance when it is relayed to an aircraft by other than an air traffic controller.

ATC INSTRUCTIONS − Directives issued by air traffic control for the purpose of requiring a pilot to take specific actions; e.g., “Turn left heading two five zero,” “Go around,” “Clear the runway.” (Refer to 14 CFR Part 91.)

ATC PREFERRED ROUTE NOTIFICATION − EDST notification to the appropriate controller of the need to determine if an ATC preferred route needs to be applied, based on destination airport.

(See ROUTE ACTION NOTIFICATION.)

(See EN ROUTE DECISION SUPPORT TOOL.)

ATC PREFERRED ROUTES − Preferred routes that are not automatically applied by Host.

ATC REQUESTS − Used to prefix an ATC request when it is relayed to an aircraft by other than an air traffic controller.

ATC SECURITY SERVICES − Communications and security tracking provided by an ATC facility in support of the DHS, the DoD, or other Federal security elements in the interest of national security. Such security services are only applicable within designated areas. ATC security services do not include ATC basic radar services or flight following.

ATC SECURITY SERVICES POSITION − The position responsible for providing ATC security services as defined. This position does not provide ATC, IFR separation, or VFR flight following services, but is responsible for providing security services in an area comprising airspace assigned to one or more ATC operating sectors.

This position may be combined with control positions.

ATC SECURITY TRACKING − The continuous tracking of aircraft movement by an ATC facility in support of the DHS, the DoD, or other security elements for national security using radar (i.e., radar tracking) or other means (e.g., manual tracking) without providing basic radar services (including traffic advisories) or other ATC services not defined in this section.

ATS SURVEILLANCE SERVICE [ICAO]– A term used to indicate a service provided directly by means of an ATS surveillance system.

ATC SURVEILLANCE SOURCE– Used by ATC for establishing identification, control and separation using a target depicted on an air traffic control facility’s video display that has met the relevant safety standards for operational use and received from one, or a combination, of the following surveillance sources: a. Radar (See RADAR.)

b. ADS-B (See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST.)

PCG A − 17 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 c. WAM (See WIDE AREA MULTILATERATION.)

(See INTERROGATOR.)

(See TRANSPONDER.)

(See ICAO term RADAR.)

(Refer to AIM.)

ATS SURVEILLANCE SYSTEM [ICAO]– A generic term meaning variously, ADS − B, PSR, SSR or any comparable ground − based system that enables the identification of aircraft.

Note: A comparable ground − based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to or better than monopulse SSR.

ATCAA − (See ATC ASSIGNED AIRSPACE.)

ATCRBS − (See RADAR.)

ATCSCC − (See AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER.)

ATCT − (See TOWER.)

ATD − (See ALONG − TRACK DISTANCE.)

ATIS − (See AUTOMATIC TERMINAL INFORMATION SERVICE.)

ATIS [ICAO] − (See ICAO Term AUTOMATIC TERMINAL INFORMATION SERVICE.)

ATO − (See AIR TRAFFIC ORGANIZATION.)

ATPA − (See AUTOMATED TERMINAL PROXIMITY ALERT.)

ATS ROUTE [ICAO] − A specified route designed for channeling the flow of traffic as necessary for the provision of air traffic services.

Note: The term “ATS Route” is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure, etc.

ATTENTION ALL USERS PAGE (AAUP)- The AAUP provides the pilot with additional information relative to conducting a specific operation, for example, PRM approaches and RNAV departures.

AUTOLAND APPROACH − An autoland system aids by providing control of aircraft systems during a precision instrument approach to at least decision altitude and possibly all the way to touchdown, as well as in some cases, through the landing rollout. The autoland system is a sub-system of the autopilot system from which control surface management occurs. The aircraft autopilot sends instructions to the autoland system and monitors the autoland system performance and integrity during its execution.

AUTOMATED EMERGENCY DESCENT − (See EMERGENCY DESCENT MODE.)

AUTOMATED INFORMATION TRANSFER (AIT) − A precoordinated process, specifically defined in facility directives, during which a transfer of altitude control and/or radar identification is accomplished without verbal coordination between controllers using information communicated in a full data block.

AUTOMATED MUTUAL-ASSISTANCE VESSEL RESCUE SYSTEM − A facility which can deliver, in a matter of minutes, a surface picture (SURPIC) of vessels in the area of a potential or actual search and rescue incident, including their predicted positions and their characteristics.

(See FAA Order JO 7110.65, Para 10 − 6 − 4, INFLIGHT CONTINGENCIES.)

PCG A − 18 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary AUTOMATED PROBLEM DETECTION (APD) − An Automation Processing capability that compares trajectories in order to predict conflicts.

AUTOMATED PROBLEM DETECTION BOUNDARY (APB) − The adapted distance beyond a facilities boundary defining the airspace within which EDST performs conflict detection.

(See EN ROUTE DECISION SUPPORT TOOL.)

AUTOMATED PROBLEM DETECTION INHIBITED AREA (APDIA) − Airspace surrounding a terminal area within which APD is inhibited for all flights within that airspace.

AUTOMATED SERVICES–Services delivered via an automated system (that is, without human interaction).

For example, flight plans, Notices to Air Missions (NOTAM), interactive maps, computer − generated text − to − speech messages, short message service, or email.

AUTOMATED TERMINAL PROXIMITY ALERT (ATPA) − Monitors the separation of aircraft on the Final Approach Course (FAC), displaying a graphical notification (cone and/or mileage) when a potential loss of separation is detected. The warning cone (Yellow) will display at 45 seconds and the alert cone (Red) will display at 24 seconds prior to predicted loss of separation. Current distance between two aircraft on final will be displayed in line 3 of the full data block of the trailing aircraft in corresponding colors.

AUTOMATED WEATHER SYSTEM − Any of the automated weather sensor platforms that collect weather data at airports and disseminate the weather information via radio and/or landline. The systems currently consist of the Automated Surface Observing System (ASOS) and Automated Weather Observation System (AWOS).

AUTOMATED UNICOM − Provides completely automated weather, radio check capability and airport advisory information on an Automated UNICOM system. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency. Availability will be published in the Chart Supplement and approach charts.

AUTOMATIC ALTITUDE REPORT − (See ALTITUDE READOUT.)

AUTOMATIC ALTITUDE REPORTING − That function of a transponder which responds to Mode C interrogations by transmitting the aircraft’s altitude in 100-foot increments.

AUTOMATIC CARRIER LANDING SYSTEM − U.S. Navy final approach equipment consisting of precision tracking radar coupled to a computer data link to provide continuous information to the aircraft, monitoring capability to the pilot, and a backup approach system.

AUTOMATIC DEPENDENT SURVEILLANCE (ADS) [ICAO] − A surveillance technique in which aircraft automatically provide, via a data link, data derived from on − board navigation and position fixing systems, including aircraft identification, four dimensional position and additional data as appropriate.

AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST (ADS-B) − A surveillance system in which an aircraft or vehicle to be detected is fitted with cooperative equipment in the form of a data link transmitter.

The aircraft or vehicle periodically broadcasts its GNSS − derived position and other required information such as identity and velocity, which is then received by a ground − based or space − based receiver for processing and display at an air traffic control facility, as well as by suitably equipped aircraft.

(See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST IN.)

(See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST OUT.)

(See COOPERATIVE SURVEILLANCE.)

(See GLOBAL POSITIONING SYSTEM.)

(See SPACE − BASED ADS − B.)

PCG A − 19 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST IN (ADS − B In) − Aircraft avionics capable of receiving ADS − B Out transmissions directly from other aircraft, as well as traffic or weather information transmitted from ground stations.

(See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST OUT.)

(See AUTOMATIC DEPENDENT SURVEILLANCE − REBROADCAST.)

(See FLIGHT INFORMATION SERVICE − BROADCAST.)

(See TRAFFIC INFORMATION SERVICE − BROADCAST.)

AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST OUT (ADS − B Out) − The transmitter onboard an aircraft or ground vehicle that periodically broadcasts its GNSS − derived position along with other required information, such as identity, altitude, and velocity.

(See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST.)

(See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST IN.)

AUTOMATIC DEPENDENT SURVEILLANCE − CONTRACT (ADS − C) − A data link position reporting system, controlled by a ground station, that establishes contracts with an aircraft’s avionics that occur automatically whenever specific events occur, or specific time intervals are reached.

AUTOMATIC DEPENDENT SURVEILLANCE- REBROADCAST (ADS-R) − A datalink translation function of the ADS − B ground system required to accommodate the two separate operating frequencies (978 MHz and 1090 MHz). The ADS − B system receives the ADS − B messages transmitted on one frequency and ADS − R translates and reformats the information for rebroadcast and use on the other frequency. This allows ADS − B In equipped aircraft to see nearby ADS − B Out traffic regardless of the operating link of the other aircraft. Aircraft operating on the same ADS − B frequency exchange information directly and do not require the ADS − R translation function.

AUTOMATIC DIRECTION FINDER − An aircraft radio navigation system which senses and indicates the direction to a L/MF nondirectional radio beacon (NDB) ground transmitter. Direction is indicated to the pilot as a magnetic bearing or as a relative bearing to the longitudinal axis of the aircraft depending on the type of indicator installed in the aircraft. In certain applications, such as military, ADF operations may be based on airborne and ground transmitters in the VHF/UHF frequency spectrum.

(See BEARING.)

(See NONDIRECTIONAL BEACON.)

AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) − ALASKA FSSs ONLY − The continuous broadcast of recorded non − control information at airports in Alaska where a FSS provides local airport advisory service. The AFIS broadcast automates the repetitive transmission of essential but routine information such as weather, wind, altimeter, favored runway, braking action, airport NOTAMs, and other applicable information.

The information is continuously broadcast over a discrete VHF radio frequency (usually the ASOS/AWOS frequency).

AUTOMATIC TERMINAL INFORMATION SERVICE − The continuous broadcast of recorded noncontrol information in selected terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information; e.g., “Los Angeles information Alfa. One three zero zero Coordinated Universal Time. Weather, measured ceiling two thousand overcast, visibility three, haze, smoke, temperature seven one, dew point five seven, wind two five zero at five, altimeter two niner niner six. I-L-S Runway Two Five Left approach in use, Runway Two Five Right closed, advise you have Alfa.” (See ICAO term AUTOMATIC TERMINAL INFORMATION SERVICE.)

(Refer to AIM.)

AUTOMATIC TERMINAL INFORMATION SERVICE [ICAO] − The provision of current, routine information to arriving and departing aircraft by means of continuous and repetitive broadcasts throughout the day or a specified portion of the day.

AUTOROTATION − A rotorcraft flight condition in which the lifting rotor is driven entirely by action of the air when the rotorcraft is in motion.

PCG A − 20 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary a. Autorotative Landing/Touchdown Autorotation. Used by a pilot to indicate that the landing will be made without applying power to the rotor.

b. Low Level Autorotation. Commences at an altitude well below the traffic pattern, usually below 100 feet AGL and is used primarily for tactical military training.

c. 180 degrees Autorotation. Initiated from a downwind heading and is commenced well inside the normal traffic pattern. “Go around” may not be possible during the latter part of this maneuver.

AVAILABLE LANDING DISTANCE (ALD) − The portion of a runway available for landing and roll-out for aircraft cleared for LAHSO. This distance is measured from the landing threshold to the hold-short point.

AVIATION WATCH NOTIFICATION MESSAGE − The Storm Prediction Center (SPC) issues Aviation Watch Notification Messages (SAW) to provide an area threat alert for the aviation meteorology community to forecast organized severe thunderstorms that may produce tornadoes, large hail, and/or convective damaging winds as indicated in Public Watch Notification Messages within the Continental U.S. A SAW message provides a description of the type of watch issued by SPC, a valid time, an approximation of the area in a watch, and primary hazard(s).

AVIATION WEATHER SERVICE − A service provided by the National Weather Service (NWS) and FAA which collects and disseminates pertinent weather information for pilots, aircraft operators, and ATC. Available aviation weather reports and forecasts are displayed at each NWS office and FAA FSS.

(See TRANSCRIBED WEATHER BROADCAST.)

(See WEATHER ADVISORY.)

(Refer to AIM.)

PCG A − 21 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary without an operating airport traffic control tower, a CTAF may also be designated for the purpose of carrying out advisory practices for operations in and through areas with a high volume of VFR traffic.

DESIRED COURSE − a. True − A predetermined desired course direction to be followed (measured in degrees from true north).

b. Magnetic − A predetermined desired course direction to be followed (measured in degrees from local magnetic north).

DESIRED TRACK − The planned or intended track between two waypoints. It is measured in degrees from either magnetic or true north. The instantaneous angle may change from point to point along the great circle track between waypoints.

DETRESFA (DISTRESS PHASE) [ICAO] − The code word used to designate an emergency phase wherein there is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger or require immediate assistance.

DEVIATION − a. A departure from a current clearance, such as an off course maneuver to avoid weather or turbulence.

b. Where specifically authorized in the CFRs and requested by the pilot, ATC may permit pilots to deviate from certain regulations.

DH − (See DECISION HEIGHT.)

DH [ICAO] − (See ICAO Term DECISION ALTITUDE/ DECISION HEIGHT.)

DIGITAL-AUTOMATIC TERMINAL INFORMATION SERVICE (D-ATIS) − The service provides text messages to aircraft, airlines, and other users outside the standard reception range of conventional ATIS via landline and data link communications to the cockpit. Also, the service provides a computer − synthesized voice message that can be transmitted to all aircraft within range of existing transmitters. The Terminal Data Link System (TDLS) D-ATIS application uses weather inputs from local automated weather sources or manually entered meteorological data together with preprogrammed menus to provide standard information to users.

Airports with D-ATIS capability are listed in the Chart Supplement U.S.

DIGITAL TARGET − A computer − generated symbol representing an aircraft’s position, based on a primary return or radar beacon reply, shown on a digital display.

DIGITAL TERMINAL AUTOMATION SYSTEM (DTAS) − A system where digital radar and beacon data is presented on digital displays and the operational program monitors the system performance on a real − time basis.

DIGITIZED TARGET − A computer − generated indication shown on an analog radar display resulting from a primary radar return or a radar beacon reply.

DIRECT − Straight line flight between two navigational aids, fixes, points, or any combination thereof. When used by pilots in describing off-airway routes, points defining direct route segments become compulsory reporting points unless the aircraft is under radar contact.

DIRECTLY BEHIND − An aircraft is considered to be operating directly behind when it is following the actual flight path of the lead aircraft over the surface of the earth except when applying wake turbulence separation criteria.

DISCRETE BEACON CODE − (See DISCRETE CODE.)

DISCRETE CODE − As used in the Air Traffic Control Radar Beacon System (ATCRBS), any one of the 4096 selectable Mode 3/A aircraft transponder codes except those ending in zero zero; e.g., discrete codes: 0010, 1201, 2317, 7777; nondiscrete codes: 0100, 1200, 7700. Nondiscrete codes are normally reserved for radar facilities PCG D − 3 Pilot/Controller Glossary 4/20/23 that are not equipped with discrete decoding capability and for other purposes such as emergencies (7700), VFR aircraft (1200), etc.

(See RADAR.)

(Refer to AIM.)

DISCRETE FREQUENCY − A separate radio frequency for use in direct pilot-controller communications in air traffic control which reduces frequency congestion by controlling the number of aircraft operating on a particular frequency at one time. Discrete frequencies are normally designated for each control sector in en route/terminal ATC facilities. Discrete frequencies are listed in the Chart Supplement U.S. and the DoD FLIP IFR En Route Supplement.

(See CONTROL SECTOR.)

DISPLACED THRESHOLD − A threshold that is located at a point on the runway other than the designated beginning of the runway.

(See THRESHOLD.)

(Refer to AIM.)

DISTANCE MEASURING EQUIPMENT (DME) − Equipment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the DME navigational aid.

(See TACAN.)

(See VORTAC.)

DISTRESS − A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance.

DIVE BRAKES − (See SPEED BRAKES.)

DIVERSE VECTOR AREA − In a radar environment, that area in which a prescribed departure route is not required as the only suitable route to avoid obstacles. The area in which random radar vectors below the MVA/MIA, established in accordance with the TERPS criteria for diverse departures, obstacles and terrain avoidance, may be issued to departing aircraft.

DIVERSION (DVRSN) − Flights that are required to land at other than their original destination for reasons beyond the control of the pilot/company, e.g. periods of significant weather.

DME − (See DISTANCE MEASURING EQUIPMENT.)

DME FIX − A geographical position determined by reference to a navigational aid which provides distance and azimuth information. It is defined by a specific distance in nautical miles and a radial, azimuth, or course (i.e., localizer) in degrees magnetic from that aid.

(See DISTANCE MEASURING EQUIPMENT.)

(See FIX.)

DME SEPARATION − Spacing of aircraft in terms of distances (nautical miles) determined by reference to distance measuring equipment (DME).

(See DISTANCE MEASURING EQUIPMENT.)

DoD FLIP − Department of Defense Flight Information Publications used for flight planning, en route, and terminal operations. FLIP is produced by the National Geospatial − Intelligence Agency (NGA) for world-wide use. United States Government Flight Information Publications (en route charts and instrument approach procedure charts) are incorporated in DoD FLIP for use in the National Airspace System (NAS).

DOMESTIC AIRSPACE − Airspace which overlies the continental land mass of the United States plus Hawaii and U.S. possessions. Domestic airspace extends to 12 miles offshore.

DOMESTIC NOTICE − A special notice or notice containing graphics or plain language text pertaining to almost every aspect of aviation, such as military training areas, large scale sporting events, air show information, Special PCG D − 4 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary POINT − TO − POINT (PTP) − A level of NRR service for aircraft that is based on traditional waypoints in their FMSs or RNAV equipage.

POLAR TRACK STRUCTURE − A system of organized routes between Iceland and Alaska which overlie Canadian MNPS Airspace.

POSITION REPORT − A report over a known location as transmitted by an aircraft to ATC.

(Refer to AIM.)

POSITION SYMBOL − A computer-generated indication shown on a radar display to indicate the mode of tracking.

POSITIVE CONTROL − The separation of all air traffic within designated airspace by air traffic control.

PRACTICE INSTRUMENT APPROACH − An instrument approach procedure conducted by a VFR or an IFR aircraft for the purpose of pilot training or proficiency demonstrations.

PRE − DEPARTURE CLEARANCE − An application with the Terminal Data Link System (TDLS) that provides clearance information to subscribers, through a service provider, in text to the cockpit or gate printer.

PRE − DEPARTURE REROUTE (PDRR) − A capability within the Traffic Flow Management System that enables ATC to quickly amend and execute revised departure clearances that mitigate en route constraints or balance en route traffic flows.

PREARRANGED COORDINATION − A standardized procedure which permits an air traffic controller to enter the airspace assigned to another air traffic controller without verbal coordination. The procedures are defined in a facility directive which ensures approved separation between aircraft.

PREARRANGED COORDINATION PROCEDURES − A facility’s standardized procedure that describes the process by which one controller shall allow an aircraft to penetrate or transit another controller’s airspace in a manner that assures approved separation without individual coordination for each aircraft.

PRECIPITATION − Any or all forms of water particles (rain, sleet, hail, or snow) that fall from the atmosphere and reach the surface.

PRECISION APPROACH − (See PRECISION APPROACH PROCEDURE.)

PRECISION APPROACH PROCEDURE − A standard instrument approach procedure in which an electronic glideslope or other type of glidepath is provided; e.g., ILS, PAR, and GLS.

(See INSTRUMENT LANDING SYSTEM.)

(See PRECISION APPROACH RADAR.)

PRECISION APPROACH RADAR − Radar equipment in some ATC facilities operated by the FAA and/or the military services at joint-use civil/military locations and separate military installations to detect and display azimuth, elevation, and range of aircraft on the final approach course to a runway. This equipment may be used to monitor certain nonradar approaches, but is primarily used to conduct a precision instrument approach (PAR) wherein the controller issues guidance instructions to the pilot based on the aircraft’s position in relation to the final approach course (azimuth), the glidepath (elevation), and the distance (range) from the touchdown point on the runway as displayed on the radar scope.

(See GLIDEPATH.)

(See PAR.)

(See ICAO term PRECISION APPROACH RADAR.)

(Refer to AIM.)

PRECISION APPROACH RADAR [ICAO] − Primary radar equipment used to determine the position of an aircraft during final approach, in terms of lateral and vertical deviations relative to a nominal approach path, and in range relative to touchdown.

PRECISION OBSTACLE FREE ZONE (POFZ) − An 800 foot wide by 200 foot long area centered on the runway centerline adjacent to the threshold designed to protect aircraft flying precision approaches from ground PCG P − 3 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 vehicles and other aircraft when ceiling is less than 250 feet or visibility is less than 3/4 statute mile (or runway visual range below 4,000 feet.)

PRECISION RUNWAY MONITOR (PRM) SYSTEM − Provides air traffic controllers monitoring the NTZ during simultaneous close parallel PRM approaches with precision, high update rate secondary surveillance data. The high update rate surveillance sensor component of the PRM system is only required for specific runway or approach course separation. The high resolution color monitoring display, Final Monitor Aid (FMA) of the PRM system, or other FMA with the same capability, presents NTZ surveillance track data to controllers along with detailed maps depicting approaches and no transgression zone and is required for all simultaneous close parallel PRM NTZ monitoring operations.

(Refer to AIM.)

PREDICTIVE WIND SHEAR ALERT SYSTEM (PWS) − A self − contained system used on board some aircraft to alert the flight crew to the presence of a potential wind shear. PWS systems typically monitor 3 miles ahead and 25 degrees left and right of the aircraft’s heading at or below 1200’ AGL. Departing flights may receive a wind shear alert after they start the takeoff roll and may elect to abort the takeoff. Aircraft on approach receiving an alert may elect to go around or perform a wind shear escape maneuver.

PREFERRED IFR ROUTES − Routes established between busier airports to increase system efficiency and capacity. They normally extend through one or more ARTCC areas and are designed to achieve balanced traffic flows among high density terminals. IFR clearances are issued on the basis of these routes except when severe weather avoidance procedures or other factors dictate otherwise. Preferred IFR Routes are listed in the Chart Supplement U.S., and are also available at https://www.fly.faa.gov/rmt/nfdc_preferred_routes_database.jsp . If a flight is planned to or from an area having such routes but the departure or arrival point is not listed in the Chart Supplement U.S., pilots may use that part of a Preferred IFR Route which is appropriate for the departure or arrival point that is listed. Preferred IFR Routes may be defined by DPs, SIDs, or STARs; NAVAIDs, Waypoints, etc.; high or low altitude airways; or any combinations thereof. Because they often share elements with adapted routes, pilots’ use of preferred IFR routes can minimize flight plan route amendments.

(See ADAPTED ROUTES.)

(See CENTER’S AREA.)

(See INSTRUMENT APPROACH PROCEDURE.)

(See INSTRUMENT DEPARTURE PROCEDURE.)

(See STANDARD TERMINAL ARRIVAL.)

(Refer to CHART SUPPLEMENT U.S.)

PRE-FLIGHT PILOT BRIEFING − (See PILOT BRIEFING.)

PREVAILING VISIBILITY − (See VISIBILITY.)

PRIMARY RADAR TARGET − An analog or digital target, exclusive of a secondary radar target, presented on a radar display.

PRM − (See AREA NAVIGATION (RNAV) GLOBAL POSITIONING SYSTEM (GPS) PRECISION RUNWAY MONITORING (PRM) APPROACH.)

(See PRM APPROACH.)

(See PRECISION RUNWAY MONITOR SYSTEM.)

PRM APPROACH − An instrument approach procedure titled ILS PRM, RNAV PRM, LDA PRM, or GLS PRM conducted to parallel runways separated by less than 4,300 feet and at least 3,000 feet where independent closely spaced approaches are permitted. Use of an enhanced display with alerting, a No Transgression Zone (NTZ), secondary monitor frequency, pilot PRM training, and publication of an Attention All Users Page are required for all PRM approaches. Depending on the runway spacing, the approach courses may be parallel or one approach course must be offset. PRM procedures are also used to conduct Simultaneous Offset Instrument PCG P − 4 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary Approach (SOIA) operations. In SOIA, one straight − in ILS PRM, RNAV PRM, GLS PRM, and one offset LDA PRM, RNAV PRM or GLS PRM approach are utilized. PRM procedures are terminated and a visual segment begins at the offset approach missed approach point where the minimum distance between the approach courses is 3000 feet. Runway spacing can be as close as 750 feet.

(Refer to AIM.)

PROCEDURAL CONTROL [ICAO]– Term used to indicate that information derived from an ATS surveillance system is not required for the provision of air traffic control service.

PROCEDURAL SEPARATION [ICAO]– The separation used when providing procedural control.

PROCEDURE TURN − The maneuver prescribed when it is necessary to reverse direction to establish an aircraft on the intermediate approach segment or final approach course. The outbound course, direction of turn, distance within which the turn must be completed, and minimum altitude are specified in the procedure. However, unless otherwise restricted, the point at which the turn may be commenced and the type and rate of turn are left to the discretion of the pilot.

(See ICAO term PROCEDURE TURN.)

PROCEDURE TURN [ICAO] − A maneuver in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track.

Note 1: Procedure turns are designated “left” or “right” according to the direction of the initial turn.

Note 2: Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual approach procedure.

PROCEDURE TURN INBOUND − That point of a procedure turn maneuver where course reversal has been completed and an aircraft is established inbound on the intermediate approach segment or final approach course.

A report of “procedure turn inbound” is normally used by ATC as a position report for separation purposes.

(See FINAL APPROACH COURSE.)

(See PROCEDURE TURN.)

(See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.)

PROFILE DESCENT − An uninterrupted descent (except where level flight is required for speed adjustment; e.g., 250 knots at 10,000 feet MSL) from cruising altitude/level to interception of a glideslope or to a minimum altitude specified for the initial or intermediate approach segment of a nonprecision instrument approach. The profile descent normally terminates at the approach gate or where the glideslope or other appropriate minimum altitude is intercepted.

PROGRESS REPORT − (See POSITION REPORT.)

PROGRESSIVE TAXI − Precise taxi instructions given to a pilot unfamiliar with the airport or issued in stages as the aircraft proceeds along the taxi route.

PROHIBITED AREA − (See SPECIAL USE AIRSPACE.)

(See ICAO term PROHIBITED AREA.)

PROHIBITED AREA [ICAO] − An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited.

PROMINENT OBSTACLE– An obstacle that meets one or more of the following conditions: a. An obstacle which stands out beyond the adjacent surface of surrounding terrain and immediately projects a noticeable hazard to aircraft in flight.

b. An obstacle, not characterized as low and close in, whose height is no less than 300 feet above the departure end of takeoff runway (DER) elevation, is within 10 NM from the DER, and that penetrates that airport/heliport’s diverse departure obstacle clearance surface (OCS).

PCG P − 5 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 c. An obstacle beyond 10 NM from an airport/heliport that requires an obstacle departure procedure (ODP) to ensure obstacle avoidance.

(See OBSTACLE.)

(See OBSTRUCTION.)

PROPELLER (PROP) WASH (PROP BLAST) − The disturbed mass of air generated by the motion of a propeller.

PROPOSED BOUNDARY CROSSING TIME − Each center has a PBCT parameter for each internal airport.

Proposed internal flight plans are transmitted to the adjacent center if the flight time along the proposed route from the departure airport to the center boundary is less than or equal to the value of PBCT or if airport adaptation specifies transmission regardless of PBCT.

PROPOSED DEPARTURE TIME − The time that the aircraft expects to become airborne.

PROTECTED AIRSPACE − The airspace on either side of an oceanic route/track that is equal to one-half the lateral separation minimum except where reduction of protected airspace has been authorized.

PROTECTED SEGMENT- The protected segment is a segment on the amended TFM route that is to be inhibited from automatic adapted route alteration by ERAM.

PT − (See PROCEDURE TURN.)

PTP − (See POINT − TO − POINT.)

PTS − (See POLAR TRACK STRUCTURE.)

PUBLIC AIRCRAFT OPERATION (PAO) − A UAS operation meeting the qualifications and conditions required for the operation of a public aircraft.

(See AC − 1.1) (See AIM) PUBLISHED INSTRUMENT APPROACH PROCEDURE VISUAL SEGMENT − A segment on an IAP chart annotated as “Fly Visual to Airport” or “Fly Visual.” A dashed arrow will indicate the visual flight path on the profile and plan view with an associated note on the approximate heading and distance. The visual segment should be flown as a dead reckoning course while maintaining visual conditions.

PUBLISHED ROUTE − A route for which an IFR altitude has been established and published; e.g., Federal Airways, Jet Routes, Area Navigation Routes, Specified Direct Routes.

PWS − (See PREDICTIVE WIND SHEAR ALERT SYSTEM.)

PCG P − 6 Pilot/Controller Glossary 4/20/23 10/5/23 Pilot/Controller Glossary SIDESTEP MANEUVER − A visual maneuver accomplished by a pilot at the completion of an instrument approach to permit a straight-in landing on a parallel runway not more than 1,200 feet to either side of the runway to which the instrument approach was conducted.

(Refer to AIM.)

SIGMET − A weather advisory issued concerning weather significant to the safety of all aircraft. SIGMET advisories cover severe and extreme turbulence, severe icing, and widespread dust or sandstorms that reduce visibility to less than 3 miles.

(See AIRMET.)

(See CONVECTIVE SIGMET.)

(See CWA.)

(See GRAPHICAL AIRMEN’S METEOROLOGICAL INFORMATION.)

(See ICAO term SIGMET INFORMATION.)

(See SAW.)

(Refer to AIM.)

SIGMET INFORMATION [ICAO] − Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations.

SIGNIFICANT METEOROLOGICAL INFORMATION − (See SIGMET.)

SIGNIFICANT POINT − A point, whether a named intersection, a NAVAID, a fix derived from a NAVAID(s), or geographical coordinate expressed in degrees of latitude and longitude, which is established for the purpose of providing separation, as a reporting point, or to delineate a route of flight.

SIMPLIFIED DIRECTIONAL FACILITY (SDF) − A NAVAID used for nonprecision instrument approaches.

The final approach course is similar to that of an ILS localizer except that the SDF course may be offset from the runway, generally not more than 3 degrees, and the course may be wider than the localizer, resulting in a lower degree of accuracy.

(Refer to AIM.)

SIMULATED FLAMEOUT − A practice approach by a jet aircraft (normally military) at idle thrust to a runway.

The approach may start at a runway (high key) and may continue on a relatively high and wide downwind leg with a continuous turn to final. It terminates in landing or low approach. The purpose of this approach is to simulate a flameout.

(See FLAMEOUT.)

SIMULTANEOUS CLOSE PARALLEL APPROACHES − A simultaneous, independent approach operation permitting ILS/RNAV/GLS approaches to airports having parallel runways separated by at least 3,000 feet and less than 4,300 − feet between centerlines. Aircraft are permitted to pass each other during these simultaneous operations. Integral parts of a total system are radar, NTZ monitoring with enhanced FMA color displays that include aural and visual alerts and predictive aircraft position software, communications override, ATC procedures, an Attention All Users Page (AAUP), PRM in the approach name, and appropriate ground based and airborne equipment. High update rate surveillance sensor required for certain runway or approach course separations.

SIMULTANEOUS (CONVERGING) DEPENDENT APPROACHES- An approach operation permitting ILS/RNAV/GLS approaches to runways or missed approach courses that intersect where required minimum spacing between the aircraft on each final approach course is required.

SIMULTANEOUS (CONVERGING) INDEPENDENT APPROACHES- An approach operation permitting ILS/RNAV/GLS approaches to non-parallel runways where approach procedure design maintains the required aircraft spacing throughout the approach and missed approach and hence the operations may be conducted independently.

PCG S − 5 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 SIMULTANEOUS ILS APPROACHES − An approach system permitting simultaneous ILS approaches to airports having parallel runways separated by at least 4,300 feet between centerlines. Integral parts of a total system are ILS, radar, communications, ATC procedures, and appropriate airborne equipment.

(See PARALLEL RUNWAYS.)

(Refer to AIM.)

SIMULTANEOUS OFFSET INSTRUMENT APPROACH (SOIA) − An instrument landing system comprised of an ILS PRM, RNAV PRM or GLS PRM approach to one runway and an offset LDA PRM with glideslope or an RNAV PRM or GLS PRM approach utilizing vertical guidance to another where parallel runway spaced less than 3,000 feet and at least 750 feet apart. The approach courses converge by 2.5 to 3 degrees. Simultaneous close parallel PRM approach procedures apply up to the point where the approach course separation becomes 3,000 feet, at the offset MAP. From the offset MAP to the runway threshold, visual separation by the aircraft conducting the offset approach is utilized.

(Refer to AIM) SIMULTANEOUS (PARALLEL) DEPENDENT APPROACHES- An approach operation permitting ILS/RNAV/GLS approaches to adjacent parallel runways where prescribed diagonal spacing must be maintained. Aircraft are not permitted to pass each other during simultaneous dependent operations. Integral parts of a total system ATC procedures, and appropriate airborne and ground based equipment.

SINGLE DIRECTION ROUTES − Preferred IFR Routes which are sometimes depicted on high altitude en route charts and which are normally flown in one direction only.

(See PREFERRED IFR ROUTES.)

(Refer to CHART SUPPLEMENT U.S.)

SINGLE FREQUENCY APPROACH − A service provided under a letter of agreement to military single-piloted turbojet aircraft which permits use of a single UHF frequency during approach for landing. Pilots will not normally be required to change frequency from the beginning of the approach to touchdown except that pilots conducting an en route descent are required to change frequency when control is transferred from the air route traffic control center to the terminal facility. The abbreviation “SFA” in the DoD FLIP IFR Supplement under “Communications” indicates this service is available at an aerodrome.

SINGLE-PILOTED AIRCRAFT − A military turbojet aircraft possessing one set of flight controls, tandem cockpits, or two sets of flight controls but operated by one pilot is considered single-piloted by ATC when determining the appropriate air traffic service to be applied.

(See SINGLE FREQUENCY APPROACH.)

SKYSPOTTER − A pilot who has received specialized training in observing and reporting inflight weather phenomena.

SLASH − A radar beacon reply displayed as an elongated target.

SLDI − (See SECTOR LIST DROP INTERVAL.)

SLOW TAXI − To taxi a float plane at low power or low RPM.

SMALL UNMANNED AIRCRAFT SYSTEM (sUAS)– An unmanned aircraft weighing less than 55 pounds on takeoff, including everything that is on board or otherwise attached to the aircraft.

SMAR − (See SPECIAL MILITARY ACTIVITY ROUTE.)

SN − (See SYSTEM STRATEGIC NAVIGATION.)

SPACE − BASED ADS − B (SBA) − A constellation of satellites that receives ADS − B Out broadcasts and relays that information to the appropriate surveillance facility. The currently deployed SBA system is only capable of PCG S − 6 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary receiving broadcasts from 1090ES − equipped aircraft, and not from those equipped with only a universal access transceiver (UAT). Also, aircraft with a top − of − fuselage − mounted transponder antenna (required for TCAS II installations) will be better received by SBA, especially at latitudes below 45 degrees.

(See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST.)

(See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST OUT.)

SPACE LAUNCH AND REENTRY AREA − Locations where commercial space launch and/or reentry operations occur. For pilot awareness, a rocket − shaped symbol is used to depict space launch and reentry areas on sectional aeronautical charts.

SPEAK SLOWER − Used in verbal communications as a request to reduce speech rate.

SPECIAL ACTIVITY AIRSPACE (SAA) − Airspace with defined dimensions within the National Airspace System wherein limitations may be imposed upon operations for national defense, homeland security, public interest, or public safety. Special activity airspace includes but is not limited to the following; Air Traffic Control Assigned Airspace (ATCAA), Altitude Reservations (ALTRV), Military Training Routes (MTR), Air Refueling Tracks and Anchors, Temporary Flight Restrictions (TFR), Special Security Instructions (SSI), etc. Special Use Airspace (SUA) is a subset of Special Activity Airspace.

(See SPECIAL USE AIRSPACE . ) SPECIAL AIR TRAFFIC RULES (SATR) − Rules that govern procedures for conducting flights in certain areas listed in 14 CFR Part 93. The term “SATR” is used in the United States to describe the rules for operations in specific areas designated in the Code of Federal Regulations.

(Refer to 14 CFR Part 93.)

SPECIAL EMERGENCY − A condition of air piracy or other hostile act by a person(s) aboard an aircraft which threatens the safety of the aircraft or its passengers.

SPECIAL FLIGHT RULES AREA (SFRA) − An area in the NAS, described in 14 CFR Part 93, wherein the flight of aircraft is subject to special traffic rules, unless otherwise authorized by air traffic control. Not all areas listed in 14 CFR Part 93 are designated SFRA, but special air traffic rules apply to all areas described in 14 CFR Part 93.

SPECIAL GOVERNMENT INTEREST (SGI) − A near real-time airspace authorization for Part 91 or Part 107 UAS, which supports activities that answer significant and urgent governmental interests. These include: national defense, homeland security, law enforcement, and emergency operations objectives.

SPECIAL INSTRUMENT APPROACH PROCEDURE − (See INSTRUMENT APPROACH PROCEDURE.)

SPECIAL MILITARY ACTIVITY ROUTE (SMAR)– A route, which may also be charted on the VFR Sectional Chart, that shows the extent of the airspace allocated to an associated IFR Military Training Route within which the Department of Defense conducts periodic operations involving Unmanned Aircraft Systems (UAS).

SPECIAL USE AIRSPACE − Airspace of defined dimensions identified by an area on the surface of the earth wherein activities must be confined because of their nature and/or wherein limitations may be imposed upon aircraft operations that are not a part of those activities. Types of special use airspace are: a. Alert Area − Airspace which may contain a high volume of pilot training activities or an unusual type of aerial activity, neither of which is hazardous to aircraft. Alert Areas are depicted on aeronautical charts for the information of nonparticipating pilots. All activities within an Alert Area are conducted in accordance with Federal Aviation Regulations, and pilots of participating aircraft as well as pilots transiting the area are equally responsible for collision avoidance.

b. Controlled Firing Area − Airspace wherein activities are conducted under conditions so controlled as to eliminate hazards to nonparticipating aircraft and to ensure the safety of persons and property on the ground.

c. Military Operations Area (MOA) − Permanent and temporary MOAs are airspace established outside of Class A airspace area to separate or segregate certain nonhazardous military activities from IFR traffic and to PCG S − 7 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 identify for VFR traffic where these activities are conducted. Permanent MOAs are depicted on Sectional Aeronautical, VFR Terminal Area, and applicable En Route Low Altitude Charts.

Note: Temporary MOAs are not charted.

(Refer to AIM.)

d. National Security Area (NSA)– Airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security of ground facilities. Pilots are requested to voluntarily avoid flying through the depicted NSA. When a greater level of security is required, flight through an NSA may be temporarily prohibited by establishing a TFR under the provisions of 14 CFR Section 99.7. Such prohibitions will be issued by FAA Headquarters and disseminated via the U.S. NOTAM System.

(Refer to AIM) e. Prohibited Area − Airspace designated under 14 CFR Part 73 within which no person may operate an aircraft without the permission of the using agency.

(Refer to AIM.)

(Refer to En Route Charts.)

f. Restricted Area − Permanent and temporary restricted areas are airspace designated under 14 CFR Part 73, within which the flight of aircraft, while not wholly prohibited, is subject to restriction. Most restricted areas are designated joint use and IFR/VFR operations in the area may be authorized by the controlling ATC facility when it is not being utilized by the using agency. Permanent restricted areas are depicted on Sectional Aeronautical, VFR Terminal Area, and applicable En Route charts. Where joint use is authorized, the name of the ATC controlling facility is also shown.

Note: Temporary restricted areas are not charted.

(Refer to 14 CFR Part 73.)

(Refer to AIM.)

g. Warning Area − A warning area is airspace of defined dimensions extending from 3 nautical miles outward from the coast of the United States, that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such warning area is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both.

SPECIAL VFR CONDITIONS − Meteorological conditions that are less than those required for basic VFR flight in Class B, C, D, or E surface areas and in which some aircraft are permitted flight under visual flight rules.

(See SPECIAL VFR OPERATIONS.)

(Refer to 14 CFR Part 91.)

SPECIAL VFR FLIGHT [ICAO] − A VFR flight cleared by air traffic control to operate within Class B, C, D, and E surface areas in meteorological conditions below VMC.

SPECIAL VFR OPERATIONS − Aircraft operating in accordance with clearances within Class B, C, D, and E surface areas in weather conditions less than the basic VFR weather minima. Such operations must be requested by the pilot and approved by ATC.

(See SPECIAL VFR CONDITIONS.)

(See ICAO term SPECIAL VFR FLIGHT.)

SPECIALIST − PROVIDED SERVICES– Services delivered directly by a flight service specialist via ground/ground communication, air/ground communication, in − person, or technology (for example, speech − to − text, email, or short message service).

SPEED − (See AIRSPEED.)

(See GROUND SPEED.)

SPEED ADJUSTMENT − An ATC procedure used to request pilots to adjust aircraft speed to a specific value for the purpose of providing desired spacing. Pilots are expected to maintain a speed of plus or minus 10 knots or 0.02 Mach number of the specified speed. Examples of speed adjustments are: PCG S − 8 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary a. “Increase/reduce speed to Mach point (number).” b. “Increase/reduce speed to (speed in knots)” or “Increase/reduce speed (number of knots) knots.” SPEED ADVISORY − Speed advisories that are generated within Time − Based Flow Management to assist controllers to meet the Scheduled Time of Arrival (STA) at the meter fix/meter arc. See also Ground − Based Interval Management − Spacing (GIM − S) Speed Advisory.

SPEED BRAKES − Moveable aerodynamic devices on aircraft that reduce airspeed during descent and landing.

SPEED SEGMENTS − Portions of the arrival route between the transition point and the vertex along the optimum flight path for which speeds and altitudes are specified. There is one set of arrival speed segments adapted from each transition point to each vertex. Each set may contain up to six segments.

SPOOFING − Denotes emissions of GNSS − like signals that may be acquired and tracked in combination with or instead of the intended signals by civil receivers. The onset of spoofing effects can be instantaneous or delayed, and effects can persist after the spoofing has ended. Spoofing can result in false and potentially confusing, or hazardously misleading, position, navigation, and/or date/time information in addition to loss of GNSS use.

SQUAWK (Mode, Code, Function) − Used by ATC to instruct a pilot to activate the aircraft transponder and ADS − B Out with altitude reporting enabled, or (military) to activate only specific modes, codes, or functions.

Examples: “Squawk five seven zero seven;” “Squawk three/alpha, two one zero five.” (See TRANSPONDER.)

STA − (See SCHEDULED TIME OF ARRIVAL.)

STAGING/QUEUING − The placement, integration, and segregation of departure aircraft in designated movement areas of an airport by departure fix, EDCT, and/or restriction.

STAND BY − Means the controller or pilot must pause for a few seconds, usually to attend to other duties of a higher priority. Also means to wait as in “stand by for clearance.” The caller should reestablish contact if a delay is lengthy. “Stand by” is not an approval or denial.

STANDARD INSTRUMENT APPROACH PROCEDURE (SIAP) − (See INSTRUMENT APPROACH PROCEDURE.)

STANDARD INSTRUMENT DEPARTURE (SID) − A preplanned instrument flight rule (IFR) air traffic control (ATC) departure procedure printed for pilot/controller use in graphic form to provide obstacle clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement to expedite traffic flow and to reduce pilot/controller workload. ATC clearance must always be received prior to flying a SID.

(See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.)

(See OBSTACLE DEPARTURE PROCEDURE.)

(Refer to AIM.)

STANDARD RATE TURN − A turn of three degrees per second.

STANDARD TERMINAL ARRIVAL (STAR) − A preplanned instrument flight rule (IFR) air traffic control arrival procedure published for pilot use in graphic and/or textual form. STARs provide transition from the en route structure to an outer fix or an instrument approach fix/arrival waypoint in the terminal area.

STANDARD TERMINAL ARRIVAL CHARTS − (See AERONAUTICAL CHART.)

STANDARD TERMINAL AUTOMATION REPLACEMENT SYSTEM (STARS) − (See DTAS.)

STAR − (See STANDARD TERMINAL ARRIVAL.)

PCG S − 9 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 STATE AIRCRAFT − Aircraft used in military, customs and police service, in the exclusive service of any government or of any political subdivision thereof, including the government of any state, territory, or possession of the United States or the District of Columbia, but not including any government-owned aircraft engaged in carrying persons or property for commercial purposes.

STATIC RESTRICTIONS − Those restrictions that are usually not subject to change, fixed, in place, and/or published.

STATIONARY AIRSPACE RESERVATION − The term used in oceanic ATC for airspace that encompasses activities in a fixed volume of airspace to be occupied for a specified time period. Stationary Airspace Reservations may include activities such as special tests of weapons systems or equipment; certain U.S. Navy carrier, fleet, and anti − submarine operations; rocket, missile, and drone operations; and certain aerial refueling or similar operations.

(See STATIONARY ALTITUDE RESERVATION.)

STATIONARY ALTITUDE RESERVATION (STATIONARY ALTRV)– An altitude reservation which encompasses activities in a fixed volume of airspace to be occupied for a specified time period. Stationary ALTRVs may include activities such as special tests of weapons systems or equipment; certain U.S. Navy carrier, fleet, and anti − submarine operations; rocket, missile, and drone operations; and certain aerial refueling or similar operations.

STEP TAXI − To taxi a float plane at full power or high RPM.

STEP TURN − A maneuver used to put a float plane in a planing configuration prior to entering an active sea lane for takeoff. The STEP TURN maneuver should only be used upon pilot request.

STEPDOWN FIX − A fix permitting additional descent within a segment of an instrument approach procedure by identifying a point at which a controlling obstacle has been safely overflown.

STEREO ROUTE − A routinely used route of flight established by users and ARTCCs identified by a coded name; e.g., ALPHA 2. These routes minimize flight plan handling and communications.

STNR ALT RESERVATION– An abbreviation for Stationary Altitude Reservation commonly used in NOTAMs.

(See STATIONARY ALTITUDE RESERVATION.)

STOL AIRCRAFT − (See SHORT TAKEOFF AND LANDING AIRCRAFT.)

STOP ALTITUDE SQUAWK − Used by ATC to instruct a pilot to turn off the automatic altitude reporting feature of the aircraft transponder and ADS − B Out. It is issued when a verbally reported altitude varies by 300 feet or more from the automatic altitude report.

(See ALTITUDE READOUT.)

(See TRANSPONDER.)

STOP AND GO − A procedure wherein an aircraft will land, make a complete stop on the runway, and then commence a takeoff from that point.

(See LOW APPROACH.)

(See OPTION APPROACH.)

STOP BURST − (See STOP STREAM.)

STOP BUZZER − (See STOP STREAM.)

STOP SQUAWK (Mode or Code) − Used by ATC to instruct a pilot to stop transponder and ADS − B transmissions, or to turn off only specified functions of the aircraft transponder (military).

(See STOP ALTITUDE SQUAWK.)

(See TRANSPONDER.)

PCG S − 10 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary STOP STREAM − Used by ATC to request a pilot to suspend electronic attack activity.

(See JAMMING.)

STOPOVER FLIGHT PLAN − A flight plan format which permits in a single submission the filing of a sequence of flight plans through interim full-stop destinations to a final destination.

STOPWAY − An area beyond the takeoff runway no less wide than the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted takeoff, without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff.

STRAIGHT-IN APPROACH IFR − An instrument approach wherein final approach is begun without first having executed a procedure turn, not necessarily completed with a straight-in landing or made to straight-in landing minimums.

(See LANDING MINIMUMS.)

(See STRAIGHT-IN APPROACH VFR.)

(See STRAIGHT-IN LANDING.)

STRAIGHT-IN APPROACH VFR − Entry into the traffic pattern by interception of the extended runway centerline (final approach course) without executing any other portion of the traffic pattern.

(See TRAFFIC PATTERN.)

STRAIGHT-IN LANDING − A landing made on a runway aligned within 30  of the final approach course following completion of an instrument approach.

(See STRAIGHT-IN APPROACH IFR.)

STRAIGHT-IN LANDING MINIMUMS − (See LANDING MINIMUMS.)

STRAIGHT-IN MINIMUMS − (See STRAIGHT-IN LANDING MINIMUMS.)

STRATEGIC PLANNING − Planning whereby solutions are sought to resolve potential conflicts.

sUAS − (See SMALL UNMANNED AIRCRAFT SYSTEM.)

SUBSTITUTE ROUTE − A route assigned to pilots when any part of an airway or route is unusable because of NAVAID status. These routes consist of: a. Substitute routes which are shown on U.S. Government charts.

b. Routes defined by ATC as specific NAVAID radials or courses.

c. Routes defined by ATC as direct to or between NAVAIDs.

SUNSET AND SUNRISE − The mean solar times of sunset and sunrise as published in the Nautical Almanac, converted to local standard time for the locality concerned. Within Alaska, the end of evening civil twilight and the beginning of morning civil twilight, as defined for each locality.

SUPPLEMENTAL WEATHER SERVICE LOCATION − Airport facilities staffed with contract personnel who take weather observations and provide current local weather to pilots via telephone or radio. (All other services are provided by the parent FSS.)

SUPPS − Refers to ICAO Document 7030 Regional Supplementary Procedures. SUPPS contain procedures for each ICAO Region which are unique to that Region and are not covered in the worldwide provisions identified in the ICAO Air Navigation Plan. Procedures contained in Chapter 8 are based in part on those published in SUPPS.

SURFACE AREA − The airspace contained by the lateral boundary of the Class B, C, D, or E airspace designated for an airport that begins at the surface and extends upward.

PCG S − 11 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 SURFACE METERING PROGRAM − A capability within Terminal Flight Data Manager that provides the user with the ability to tactically manage surface traffic flows through adjusting desired minimum and maximum departure queue lengths to balance surface demand with capacity. When a demand/capacity imbalance for a surface resource is predicted, a metering procedure is recommended.

SURFACE VIEWER − A capability within the Traffic Flow Management System that provides situational awareness for a user − selected airport. The Surface Viewer displays a top − down view of an airport depicting runways, taxiways, gate areas, ramps, and buildings. The display also includes icons representing aircraft and vehicles currently on the surface, with identifying information. In addition, the display includes current airport configuration information such as departure/arrival runways and airport departure/arrival rates.

SURPIC − A description of surface vessels in the area of a Search and Rescue incident including their predicted positions and their characteristics.

(Refer to FAA Order JO 7110.65, Para 10 − 6 − 4, INFLIGHT CONTINGENCIES.)

SURVEILLANCE APPROACH − An instrument approach wherein the air traffic controller issues instructions, for pilot compliance, based on aircraft position in relation to the final approach course (azimuth), and the distance (range) from the end of the runway as displayed on the controller’s radar scope. The controller will provide recommended altitudes on final approach if requested by the pilot.

(Refer to AIM.)

SURVEILLANCE ENHANCED SEARCH AND RESCUE (SE SAR)– An automated service used to enhance search and rescue operations that provides federal contract flight service specialists direct information from the aircraft’s registered tracking device.

SUSPICIOUS UAS– Suspicious UAS operations may include operating without authorization, loitering in the vicinity of sensitive locations, (e.g., national security, law enforcement facilities, and critical infrastructure), or disrupting normal air traffic operations resulting in runway changes, ground stops, pilot evasive action, etc. The report of a UAS operation alone does not constitute suspicious activity. Development of a comprehensive list of suspicious activities is not possible due to the vast number of situations that could be considered suspicious.

ATC must exercise sound judgment when identifying situations that could constitute or indicate a suspicious activity.

SWAP − (See SEVERE WEATHER AVOIDANCE PLAN.)

SWSL − (See SUPPLEMENTAL WEATHER SERVICE LOCATION.)

SYSTEM STRATEGIC NAVIGATION − Military activity accomplished by navigating along a preplanned route using internal aircraft systems to maintain a desired track. This activity normally requires a lateral route width of 10 NM and altitude range of 1,000 feet to 6,000 feet AGL with some route segments that permit terrain following.

PCG S − 12 Pilot/Controller Glossary 4/20/23 9/5/24 Pilot/Controller Glossary

W

WA − (See AIRMET.)

(See WEATHER ADVISORY.)

WAAS − (See WIDE-AREA AUGMENTATION SYSTEM.)

WAKE RE − CATEGORIZATION (RECAT) − A set of optimized wake separation standards, featuring an increased number of aircraft wake categories, in use at select airports, which allows reduced wake intervals.

(See WAKE TURBULENCE.)

WAKE TURBULENCE − A phenomenon that occurs when an aircraft develops lift and forms a pair of counter − rotating vortices.

(See AIRCRAFT CLASSES.)

(See VORTICES.)

(Refer to AIM.)

WARNING AREA − (See SPECIAL USE AIRSPACE.)

WAYPOINT − A predetermined geographical position used for route/instrument approach definition, progress reports, published VFR routes, visual reporting points or points for transitioning and/or circumnavigating controlled and/or special use airspace, that is defined relative to a VORTAC station or in terms of latitude/longitude coordinates.

WEATHER ADVISORY − In aviation weather forecast practice, an expression of hazardous weather conditions not predicted in the Aviation Surface Forecast, Aviation Cloud Forecast, or area forecast, as they affect the operation of air traffic and as prepared by the NWS.

(See AIRMET.)

(See GRAPHICAL AIRMEN’S METEOROLOGICAL INFORMATION.)

(See SIGMET.)

WEATHER RADAR PRECIPITATION INTENSITY − Existing radar systems cannot detect turbulence, however, there is a direct correlation between turbulence intensity and precipitation intensity. Controllers must issue all precipitation displayed on their user display systems. When precipitation intensity is not available, controllers will report intensity as UNKNOWN. When precipitation intensity levels are available, they will be described as follows: a. LIGHT (< 26 dBZ) b. MODERATE (26 to 40 dBZ) c. HEAVY (> 40 to 50 dBZ) d. EXTREME (> 50 dBZ) WEATHER RECONNAISSANCE AREA (WRA) − A WRA is airspace with defined dimensions and published by Notice to Air Missions, which is established to support weather reconnaissance/research flights. Air traffic control services are not provided within WRAs. Only participating weather reconnaissance/research aircraft rd from the 53 Weather Reconnaissance Squadron and National Oceanic and Atmospheric Administration Aircraft Operations Center are permitted to operate within a WRA. A WRA may only be established in airspace within U.S. Flight Information Regions outside of U.S. territorial airspace.

WHEN ABLE − a. In conjunction with ATC instructions, gives the pilot the latitude to delay compliance until a condition or event has been reconciled. Unlike “pilot discretion,” when instructions are prefaced “when able,” the pilot is expected to seek the first opportunity to comply.

PCG W − 1 Pilot/Controller Glossary 4/20/23 Pilot/Controller Glossary 9/5/24 b. In conjunction with a weather deviation clearance, requires the pilot to determine when he/she is clear of weather, then execute ATC instructions.

c. Once a maneuver has been initiated, the pilot is expected to continue until the specifications of the instructions have been met. “When able,” should not be used when expeditious compliance is required.

WIDE-AREA AUGMENTATION SYSTEM (WAAS) − The WAAS is a satellite navigation system consisting of the equipment and software which augments the GPS Standard Positioning Service (SPS). The WAAS provides enhanced integrity, accuracy, availability, and continuity over and above GPS SPS. The differential correction function provides improved accuracy required for precision approach.

WIDE AREA MULTILATERATION (WAM)– A distributed surveillance technology which may utilize any combination of signals from Air Traffic Control Radar Beacon System (ATCRBS) (Modes A and C) and Mode S transponders, and ADS-B transmissions. Multiple geographically dispersed ground sensors measure the time-of-arrival of the transponder messages. Aircraft position is determined by joint processing of the time-difference-of-arrival (TDOA) measurements computed between a reference and the ground stations’ measured time-of-arrival.

WILCO − I have received your message, understand it, and will comply with it.

WIND GRID DISPLAY − A display that presents the latest forecasted wind data overlaid on a map of the ARTCC area. Wind data is automatically entered and updated periodically by transmissions from the National Weather Service. Winds at specific altitudes, along with temperatures and air pressure can be viewed.

WIND SHEAR − A change in wind speed and/or wind direction in a short distance resulting in a tearing or shearing effect. It can exist in a horizontal or vertical direction and occasionally in both.

WIND SHEAR ESCAPE − An unplanned abortive maneuver initiated by the pilot in command (PIC) as a result of onboard cockpit systems. Wind shear escapes are characterized by maximum thrust climbs in the low altitude terminal environment until wind shear conditions are no longer detected.

WING TIP VORTICES − (See VORTICES.)

WORDS TWICE − a. As a request: “Communication is difficult. Please say every phrase twice.” b. As information: “Since communications are difficult, every phrase in this message will be spoken twice.” WS − (See SIGMET.)

(See WEATHER ADVISORY.)

WST − (See CONVECTIVE SIGMET.)

(See WEATHER ADVISORY.)

PCG W − 2 9/5/24 AIM

INDEX

[References are to page numbers] Safety Alert, 4 − 1 − 13

A

Terminal Radar Services for VFR Aircraft, 4 − 1 − 15 Tower En Route Control, 4 − 1 − 17 Accident, Aircraft, Reporting, 7 − 7 − 1 Traffic Advisory Practices, Airports Without Accident Cause Factors, 7 − 6 − 1 Operating Control Towers, 4 − 1 − 2 Transponder Operation, ADS − B Out Operation, Adherence to Clearance, 4 − 4 − 6 4 − 1 − 18 ADS − B. See Automatic Dependent Broadcast Services Unicom, Use for ATC Purposes, 4 − 1 − 9 Unicom/Multicom, 4 − 1 − 8 ADS − R. See Automatic Dependent Surveillance − Rebroadcast Air Traffic Control Radar Beacon System, 4 − 1 − 18 , 4 − 5 − 3 Advisories Braking Action, 4 − 3 − 13 Aircraft Inflight Aviation Weather, 7 − 1 − 11 Arresting Devices, 2 − 3 − 34 Minimum Fuel, 5 − 5 − 9 Call Signs, 4 − 2 − 3 Traffic, 5 − 5 − 6 Lights, Use in Airport Operations, 4 − 3 − 29 Unmanned, 7 − 6 − 4 Aerobatic Flight, 8 − 1 − 8 VFR, Emergency Radar Service, 6 − 2 − 1 Aerodrome Forecast (TAF), 7 − 1 − 75, 7 − 1 − 77 Aircraft Conflict Alert, 4 − 1 − 14 Aeronautical Airport Charts, 9 − 1 − 1 Aids, Marking, 2 − 3 − 1 Publications, 9 − 1 − 1 Holding Position, 2 − 3 − 14 Aeronautical Light Beacons, 2 − 2 − 1 Pavement, 2 − 3 − 1 Holding Position, 2 − 3 − 1 AFIS. See Automatic Flight Information Service Other, 2 − 3 − 1 AHRS. See Attitude Heading Reference System Runway, 2 − 3 − 1 Taxiway, 2 − 3 − 1 Air Ambulance Flights, 4 − 2 − 4 Airport Advisory/Information Services, 3 − 5 − 1 Air Defense Identification Zones, 5 − 6 − 14 Lighting Aids, 2 − 1 − 1 Local Airport Advisory (LAA), 4 − 1 − 5 Air Route Surveillance Radar, 4 − 5 − 10 Operations, 4 − 3 − 1 Air Route Traffic Control Centers, 4 − 1 − 1 Communications, 4 − 3 − 20 Air Traffic Control Exiting the Runway, After Landing, 4 − 3 − 26 Aircraft Separation, 4 − 4 − 1 Flight Check Aircraft, In Terminal Areas, 4 − 3 − 29 Clearances, 4 − 4 − 1 Flight Inspection, 4 − 3 − 29 Pilot Services, 4 − 1 − 1 Gate Holding, Departure Delays, 4 − 3 − 21 Air Route Traffic Control Centers, 4 − 1 − 1 Intersection Takeoffs, 4 − 3 − 15 Airport Reservations, 4 − 1 − 22 Low Approach, 4 − 3 − 19 Approach Control Service, Arriving VFR Aircraft, Low Level Wind Shear/Microburst Detection 4 − 1 − 2 Systems, 4 − 3 − 12 Automatic Terminal Information Service, 4 − 1 − 9 Option Approach, 4 − 3 − 28 Communications, Release of IFR Aircraft, Airports Signals, Hand, 4 − 3 − 30 without Operating Control Tower, 4 − 1 − 1 Taxi During Low Visibility, 4 − 3 − 25 Control Towers, 4 − 1 − 1 Traffic Control Light Signals, 4 − 3 − 19 Flight Service Stations, 4 − 1 − 1 Traffic Patterns, 4 − 3 − 1, 4 − 3 − 3 Ground Vehicle Operations, 4 − 1 − 7 Use of Aircraft Lights, 4 − 3 − 29 IFR Approaches, 4 − 1 − 7 Use of Runways, 4 − 3 − 8 Operation Rain Check, 4 − 1 − 2 VFR Flights in Terminal Areas, 4 − 3 − 21 Radar Assistance to VFR Aircraft, 4 − 1 − 14 VFR Helicopter at Controlled Airports, 4 − 3 − 21 Radar Traffic Information Service, 4 − 1 − 11 With Operating Control Tower, 4 − 3 − 1 Recording and Monitoring, 4 − 1 − 1 Without Operating Control Tower, 4 − 3 − 6 I − 1 Index AIM 9/5/24 [References are to page numbers] Remote Airport Advisory (RAA), 3 − 5 − 1 Alert, Safety, 4 − 1 − 13 , 5 − 5 − 4 Remote Airport Information Service (RAIS), 3 − 5 − 1 , Alert Areas, 3 − 4 − 2 4 − 1 − 5 Alignment of Elements Approach Slope Indicator, Signs, 2 − 3 − 1 , 2 − 3 − 24 2 − 1 − 5 Destination, 2 − 3 − 33 Direction, 2 − 3 − 30 Alphabet, Phonetic, 4 − 2 − 6 Information, 2 − 3 − 33 ALS. See Approach Light Systems Location, 2 − 3 − 28 Altimeter Mandatory Instruction, 2 − 3 − 25 Density Altitude, 7 − 6 − 6 Runway Distance Remaining, 2 − 3 − 34 Errors, 7 − 2 − 1 Airport Reservations, 4 − 1 − 22 Setting, 7 − 2 − 1 Airport Surface Detection Equipment, 4 − 5 − 10 Altitude Automatic Reporting, 4 − 1 − 19 Airport Surface Surveillance Capability, 4 − 5 − 10 Effects, 8 − 1 − 3 Airport Surveillance Radar, 4 − 5 − 10 Hypoxia, 8 − 1 − 3 Airspace, 3 − 1 − 1 High Altitude Destinations, 5 − 1 − 16 Basic VFR Weather Minimums, 3 − 1 − 2 Mandatory, 5 − 4 − 8 Class D, 3 − 2 − 8 Maximum, 5 − 4 − 8 Class E, 3 − 2 − 10 Minimum, 5 − 4 − 8 Class G, 3 − 3 − 1 Ambulance, Air, 4 − 2 − 4 Controlled, 3 − 2 − 1 Amended Clearances, 4 − 4 − 3 Advisories, Traffic, 3 − 2 − 1 Alerts, Safety, 3 − 2 − 1 Approach Class A, 3 − 2 − 2 Advance Information, Instrument Approach, 5 − 4 − 4 Class B, 3 − 2 − 2 Approach Control, 5 − 4 − 3 Class C, 3 − 2 − 5 Clearance, 5 − 4 − 27 IFR Requirements, 3 − 2 − 1 Contact, 5 − 4 − 65 , 5 − 5 − 2 IFR Separation, 3 − 2 − 1 Instrument, 5 − 5 − 2 Parachute Jumps, 3 − 2 − 2 Instrument Approach Procedure, Charts, 5 − 4 − 5 Ultralight Vehicles, 3 − 2 − 1 Instrument Approach Procedures, 5 − 4 − 29 Unmanned Free Balloons, 3 − 2 − 1 Low, 4 − 3 − 19 VFR Requirements, 3 − 2 − 1 Minimums, 5 − 4 − 54 Flight Levels, 3 − 1 − 3 Missed, 5 − 4 − 58 , 5 − 5 − 3 General Dimensions, Segments, 3 − 1 − 1 No − Gyro, 5 − 4 − 38 Special Use, 3 − 4 − 1 Option, 4 − 3 − 28 VFR Cruising Altitudes, 3 − 1 − 3 Overhead Approach Maneuver, 5 − 4 − 66 Precision, 5 − 4 − 37 Airspace Surveillance, 5 − 4 − 37 Military Training Routes, 3 − 5 − 1 Visual, 5 − 4 − 64 , 5 − 5 − 6 Non − Charted Airspace Areas, 3 − 5 − 10 Approach Control Service, VFR Arriving Aircraft, Other Areas, 3 − 5 − 1 4 − 1 − 2 Parachute Jumping, 3 − 5 − 5 Temporary Flight Restrictions, 3 − 5 − 3 Approach Light Systems, 2 − 1 − 1 Terminal Radar Service Areas, 3 − 5 − 9 Approaches VFR Routes, Published, 3 − 5 − 5 IFR, 4 − 1 − 7 Class B Airspace, VFR Transition Routes, 3 − 5 − 7 Parallel Runways, ILS/RNAV/GLS, 5 − 4 − 39 VFR Corridors, 3 − 5 − 7 Radar, 5 − 4 − 37 VFR Flyways, 3 − 5 − 6 Timed, 5 − 4 − 34 Airway, 5 − 3 − 16 Area Navigation (RNAV), 5 − 3 − 17 , 5 − 5 − 9 See also Area Airways, Course Changes, 5 − 3 − 18 Navigation Alcohol, 8 − 1 − 2 Area Navigation (RNAV) Routes, 5 − 3 − 17 I − 2 Index 9/5/24 AIM [References are to page numbers] ARFF (Aircraft Rescue and Fire Fighting) Emergency Nondirectional Radio, 1 − 1 − 1 Hand Signals, 6 − 5 − 1 Beacons, Airport/Heliport, 2 − 1 − 12 ARFF (Aircraft Rescue and Fire Fighting) Radio Call Bird Sign, 6 − 5 − 1 Bird Strike Arresting Devices, Aircraft, 2 − 3 − 34 Reduction, 7 − 5 − 1 Reporting, 7 − 5 − 1 ARSR. See Air Route Surveillance Radar Hazards, 7 − 5 − 1 ARTCC. See Air Route Traffic Control Centers Migratory, 7 − 5 − 1 ASDE − X. See Airport Surface Detection Bird/Other Wildlife Strike Reporting, Form. See Equipment − Model X Appendix 1 Ash, Volcanic, 7 − 6 − 9 Braking Action Advisories, 4 − 3 − 13 ASOS. See Automated Surface Observing System Braking Action Reports, 4 − 3 − 13 ASR. See Airport Surveillance Radar; Surveillance Briefing, Preflight, 7 − 1 − 8 Approach ASSC, 4 − 5 − 10

C

ATCRBS. See Air Traffic Control Radar Beacon System Call Signs ATCT. See Control Towers Aircraft, 4 − 2 − 3 Ground Station, 4 − 2 − 5 ATIS. See Automatic Terminal Information Service Carbon Monoxide Poisoning, 8 − 1 − 5 Attitude Heading Reference System (AHRS), 1 − 1 − 21 CAT. See Clear Air Turbulence Authority, Statutory, 1 − 1 − 1 CDR. See Coded Depature Route Automated Surface Observing System (ASOS), 4 − 3 − 37, 7 − 1 − 31 Changeover Points, 5 − 3 − 19 Automated Weather Observing System (AWOS), Charted Visual Flight Procedures, 5 − 4 − 65 4 − 3 − 37, 7 − 1 − 27, 7 − 1 − 31 Charts, Aeronautical, 9 − 1 − 1 Automatic Altitude Reporting, 4 − 1 − 19 Class A Airspace, 3 − 2 − 2 Automatic Dependent Surveillance − Broadcast Services, Definition, 3 − 2 − 2 4 − 5 − 18 Operating Rules, 3 − 2 − 2 Pilot/Equipment Requirements, 3 − 2 − 2 Automatic Dependent Surveillance − Rebroadcast, 4 − 5 − 27 Class B Airspace, 3 − 2 − 2 ATC Clearances, 3 − 2 − 4 Automatic Flight Information Service (AFIS) − Alaska FSSs Only, 4 − 1 − 10 Definition, 3 − 2 − 2 Flight Procedures, 3 − 2 − 3 Automatic Terminal Information Service, 4 − 1 − 9 Mode C Veil, 3 − 2 − 3 AWOS. See Automated Weather Observing System; Operating Rules, 3 − 2 − 2 Automated Weather Observing System (AWOS) Pilot/Equipment Requirements, 3 − 2 − 2 Proximity Operations, 3 − 2 − 4 Separation, 3 − 2 − 4 VFR Transition Routes, 3 − 5 − 7

B

Class C Airspace, 3 − 2 − 5 Balloons, Unmanned, 7 − 6 − 4 Air Traffic Services, 3 − 2 − 6 Free, 3 − 2 − 1 Aircraft Separation, 3 − 2 − 6 Beacon Definition, 3 − 2 − 5 Aeronautical Light, 2 − 2 − 1 Operating Rules, 3 − 2 − 5 Code, 2 − 2 − 1 Outer Area, 3 − 2 − 5 Marker, 1 − 1 − 14 Pilot/Equipment Requirements, 3 − 2 − 5 I − 3 Index AIM 9/5/24 [References are to page numbers] Secondary Airports, 3 − 2 − 6 Pilot Responsibilities, 5 − 5 − 3 Collision, Avoidance, Judgment, 8 − 1 − 9 Class D Airspace, 3 − 2 − 8 Definition, 3 − 2 − 8 Communication, Radio Operating Rules, 3 − 2 − 9 Contact, Reestablishing, 6 − 4 − 2 Pilot/Equipment Requirements, 3 − 2 − 9 Two − way Failure, 6 − 4 − 1 Separation for VFR Aircraft, 3 − 2 − 10 IFR Conditions, 6 − 4 − 1 Transponder Usage, 6 − 4 − 2 Class E Airspace, 3 − 2 − 10 VFR Conditions, 6 − 4 − 1 Definition, 3 − 2 − 10 Operating Rules, 3 − 2 − 10 Communications Pilot/Equipment Requirements, 3 − 2 − 10 ARTCC, 5 − 3 − 1 Additional Reports, 5 − 3 − 15 Separation for VFR Aircraft, 3 − 2 − 11 Position Reporting, 5 − 3 − 13 Types, 3 − 2 − 10 Distress, 6 − 3 − 1 Vertical Limits, 3 − 2 − 10 Radio, 4 − 2 − 1 Class G Airspace, 3 − 3 − 1 Phonetic Alphabet, 4 − 2 − 6 IFR Requirements, 3 − 3 − 1 Release, 4 − 1 − 1 VFR Requirements, 3 − 3 − 1 Urgency, 6 − 3 − 1 Clear Air Turbulence, 7 − 1 − 50 Conflict Alert, Aircraft, 4 − 1 − 14 Clearance Contact Approach, 5 − 4 − 65 Abbreviated IFR Departure, 5 − 2 − 3 Contact Procedures, 4 − 2 − 2 Adherence, 4 − 4 − 6 Initial Contact, 4 − 2 − 2 Air Traffic, 5 − 5 − 1 Control of Lighting Systems, 2 − 1 − 9 Air Traffic Control, 4 − 4 − 1 Amended, 4 − 4 − 3 Control Towers, 4 − 1 − 1 Approach, 5 − 4 − 27 Controlled Firing Areas, 3 − 4 − 2 IFR, VFR − on − Top, 4 − 4 − 5 Controller, Responsibility, 5 − 3 − 20 , 5 − 4 − 64 , 5 − 5 − 1 IFR Flights, 4 − 4 − 6 Issuance, Pilot Responsibility, 4 − 4 − 4 COP. See Changeover Points Items, 4 − 4 − 1 CORONA, 7 − 6 − 11 Altitude Data, 4 − 4 − 2 Course Lights, 2 − 2 − 1 Clearance Limit, 4 − 4 − 1 Departure Procedure, 4 − 4 − 1 CVFP. See Charted Visual Flight Procedures Holding Instructions, 4 − 4 − 2 Route of Flight, 4 − 4 − 2 Pre − Taxi, 5 − 2 − 1

D

Prefix, 4 − 4 − 1 Taxi, 5 − 2 − 2 Decompression Sickness, 8 − 1 − 5 VFR Flights, 4 − 4 − 6 Defense VFR, DVFR, 5 − 1 − 15 Void Times, 5 − 2 − 5 Density Altitude, Effects, 7 − 6 − 6 Clearances, Special VFR Clearances, 4 − 4 − 3 Departure, Restrictions, 5 − 2 − 5 Clearing Procedures, Visual, 4 − 4 − 12 Departure Control, 5 − 2 − 6 Coded Depature Route, 4 − 4 − 3 Departures, Instrument, 5 − 5 − 8 Cold Temperature, Barometric Altimeter Errors, 7 − 3 − 1 Discrete Emergency Frequency, 6 − 5 − 1 Cold Temperature Airports , 7 − 3 − 2 Distance Measuring Equipment, 1 − 1 − 5 , 1 − 1 − 14 , 5 − 3 − 25 Cold Temperature Airports (CTA), Cold Temperature, 7 − 3 − 1 Distress, 6 − 3 − 1 Cold Temperature Operations, 5 − 1 − 20 Ditching Procedures, 6 − 3 − 3 I − 4 Index 9/5/24 AIM [References are to page numbers] DME. See Distance Measuring Equipment FIS − B. See Flight Information Service − Broadcast Fitness, Flight Doppler Radar, 1 − 1 − 22 Alcohol, 8 − 1 − 2 Emotion, 8 − 1 − 2 Fatigue, 8 − 1 − 2

E

Hypoxia, 8 − 1 − 3 Stress, 8 − 1 − 2 Ear Block, 8 − 1 − 4 Flight Effects of Cold Temperature on Baro − vertical, Cold Aerobatic, 8 − 1 − 8 Temperature, 7 − 3 − 1 Fitness, 8 − 1 − 1 EFVS. See Enhanced Flight Vision Systems Illusions, 8 − 1 − 5 Over National Forests, 7 − 5 − 1 ELT. See Emergency Locator Transmitters Over National Parks, 7 − 5 − 1 Emergency, 6 − 1 − 1 Over National Refuges, 7 − 5 − 1 Air Piracy, 6 − 3 − 7 Safety, Meteorology, 7 − 1 − 1 Airborne Aircraft Inspection, 7 − 6 − 10 Vision, 8 − 1 − 7 Aircraft, Overdue, 6 − 2 − 6 Flight Check Aircraft, 4 − 3 − 29 Body Signals, 6 − 2 − 7 Ditching Procedures, 6 − 3 − 3 Flight Information Service − Broadcast, 4 − 5 − 24 Explosives Detection, FAA K − 9 Team Program, Flight Information Services, 7 − 1 − 23 6 − 2 − 4 Fuel Dumping, 6 − 3 − 8 Flight Inspections Aircraft, 4 − 3 − 29 Inflight Monitoring and Reporting, 6 − 2 − 3 Flight Management System, 1 − 2 − 5 Intercept and Escort, 6 − 2 − 1 Flight Plan, Appendix 5 − 1 Locator Transmitters, 6 − 2 − 2 Change, 5 − 1 − 18 Obtaining Assistance, 6 − 3 − 1 Proposed Departure Time, 5 − 1 − 18 Pilot Authority, 6 − 1 − 1 Closing Pilot Responsibility, 6 − 1 − 1 DVFR, 5 − 1 − 18 Request Assistance Immediately, 6 − 1 − 1 VFR, 5 − 1 − 18 Search and Rescue, 6 − 2 − 4 Defense VFR (DVFR) Flights, 5 − 1 − 15 Services, 6 − 2 − 1 IFR, Canceling, 5 − 1 − 18 Radar Service for VFR Aircraft in Difficulty, IFR Flights, 5 − 1 − 11 6 − 2 − 1 VFR Flights, 5 − 1 − 10 Survival Equipment, 6 − 2 − 7 Transponder Operation, 6 − 2 − 1 Flight Plans, Military/DOD Use Only, 5 − 1 − 15 VFR Search and Rescue Protection, 6 − 2 − 6 Flight Restricted Zone (FRZ), 3 − 5 − 10 Emergency Autoland System, 6 − 1 − 1 Flight Restrictions, Temporary, 3 − 5 − 3 Emergency Descent System, 6 − 1 − 1 Flight Service Stations, 4 − 1 − 1 Emergency Locator Transmitter, 6 − 2 − 2 Flights, Outside the United States, 5 − 1 − 17 Enhanced Flight Vision Systems, 5 − 4 − 60 Flying, Mountain, 7 − 6 − 5 Escort, 6 − 2 − 1 FMS. See Flight Management System Explosives, FAA K − 9 Detection Team Program, 6 − 2 − 4 Forms Bird Strike Incident/Ingestion Report, Appendix 1 − 1 Volcanic Activity Reporting Form, Appendix 2 − 1

F

Frequency, Instrument Landing System, 1 − 1 − 15 FAA Form 7233 − 1, Appendix 5 − 1 FRZ. See Flight Restricted Zone (FRZ) FAA Form 7233 − 4, Appendix 4 − 1 FSS. See Flight Service Stations Final Guard, 3 − 5 − 1 Fuel Dumping, 6 − 3 − 8 I − 5 Index AIM 9/5/24 [References are to page numbers] Holding Position Markings, 2 − 3 − 1 , 2 − 3 − 14

G

for Instrument Landing Systems, 2 − 3 − 14 for Intersecting Taxiways , 2 − 3 − 14 Gate Holding, 4 − 3 − 21 Holding Position Signs, Surface Painted, 2 − 3 − 15 Glideslope, Visual Indicators, 2 − 1 − 1 Hypoxia, 8 − 1 − 3 Global Navigation Satellite System (GNSS), GNSS, 5 − 1 − 14 Global Positioning System, 1 − 1 − 22

I

GPS. See Global Positioning System Icing Terms, 7 − 1 − 47 Graphical Forecasts for Aviation (GFA), 7 − 1 − 6 IFR, 4 − 4 − 5 Ground Based Augmentation System (GBAS) Landing Operations, To High Altitude Destinations, 5 − 1 − 16 System (GLS), 1 − 1 − 39 Procedures, Use When Operating VFR, 5 − 1 − 2 Ground Station, Call Signs, 4 − 2 − 5 IFR Ground Vehicle Operations, 4 − 1 − 7 Approaches, 4 − 1 − 7 Military Training Routes, 3 − 5 − 2 Gulf of Mexico Grid System, 10 − 1 − 5 Separation Standards, 4 − 4 − 8 ILS. See Instrument Landing System

H In − Runway Lighting, 2 − 1 − 6

Taxiway Centerline Lead − off Lights, 2 − 1 − 6 Half − Way Signs, 7 − 6 − 7 Taxiway Centerline Lead − On Lights, 2 − 1 − 6 Touchdown Zone Lighting, 2 − 1 − 6 Hand Signals, 4 − 3 − 30 Incident, Aircraft, Reporting, 7 − 7 − 1 Hazard Antenna Tower, 7 − 6 − 3 Inertial Navigation System, 1 − 1 − 21 Bird, 7 − 5 − 1 Inertial Reference Unit (IRU), 1 − 1 − 21 Flight Initial Contact, 4 − 2 − 2 Obstructions to Flight, 7 − 6 − 2 Potential, 7 − 6 − 1 INS. See Internal Navigation System Reporting Radio/Radar Altimeter Anomalies, Instrument Departure Procedures (DP), 5 − 2 − 7 7 − 6 − 1 VFR in Congested Areas, 7 − 6 − 2 Instrument Landing System, 1 − 1 − 11 Ground Icing Conditions, 7 − 6 − 15 Category, 1 − 1 − 16 Mountain Flying, 7 − 6 − 5 Compass Locator, 1 − 1 − 15 Overhead Wires, 7 − 6 − 3 Course, Distortion, 1 − 1 − 17 Thermal Plumes, 7 − 6 − 16 Distance Measuring Equipment, 1 − 1 − 14 Unmanned Balloons, 7 − 6 − 4 Frequency, 1 − 1 − 15 Volcanic Ash, 7 − 6 − 9 Glide Path, 1 − 1 − 13 Glide Slope, 1 − 1 − 13 HDTA. See High Density Traffic Airports Glideslope, Distortion, 1 − 1 − 17 Helicopter Holding Position Markings, 2 − 3 − 14 IFR Operations, 10 − 1 − 1 Inoperative Components, 1 − 1 − 16 Landing Area Markings, 2 − 3 − 24 Localizer, 1 − 1 − 11 VFR Operations at Controlled Airports, 4 − 3 − 21 Marker Beacon, 1 − 1 − 14 Special Operations, 10 − 2 − 1 Minimums, 1 − 1 − 16 Wake Turbulence, 7 − 4 − 6 Instrument Meteorological Conditions (IMC), 5 − 2 − 7 Helicopter Operations, Departure Procedures, 10 − 1 − 7 Instrument Procedures, RNP AR (Authorization High Density Traffic Airports, 4 − 1 − 22 Required) , 5 − 4 − 52 Hold, For Release, 5 − 2 − 5 Integrated Terminal Weather System, 4 − 3 − 12 Holding, 5 − 3 − 20 Intercept, 6 − 2 − 1 I − 6 Index 9/5/24 AIM [References are to page numbers] Interception Course, 2 − 2 − 1 Procedures, 5 − 6 − 9 LED Lighting Systems, 2 − 2 − 2 Navigation, 2 − 2 − 1 Signals, 5 − 6 − 11 Obstruction, 2 − 2 − 1 Interchange Aircraft, 4 − 2 − 5 Line Up and Wait , 5 − 2 − 2 International Flight Plan, Appendix 4 − 1 LLWAS. See Low Level Wind Shear Alert System Intersection Takeoffs, 4 − 3 − 15 Local Airport Advisory (LAA), 3 − 5 − 1 , 4 − 1 − 5 IR. See IFR Military Training Routes Local Flow Traffic Management Program, 5 − 4 − 3 IRU. See Inertial Reference Unit Localizer − Type Directional Aid, 1 − 1 − 13 ITWS. See Integrated Terminal Weather System Locator, Compass, 1 − 1 − 15 Long Range Navigation, 1 − 1 − 21

J

LORAN. See Long Range Navigation Low Approach, 4 − 3 − 19 Jamming, 1 − 2 − 10 Low Level Wind Shear Alert System (LLWAS), 4 − 3 − 12, 7 − 1 − 54

K

Low Level Wind Shear/Microburst Detection Systems, 4 − 3 − 12 K − 9 Explosives Detection Team, 6 − 2 − 4 LUAW. See Line Up and Wait

L

M

LAHSO. See Land and Hold Short Operations MAYDAY, 6 − 3 − 1 Land and Hold Short Lights, 2 − 1 − 6 MEDEVAC, 4 − 2 − 4 Land and Hold Short Operations (LAHSO), 4 − 3 − 16 Medical Landing Carbon Monoxide Poisoning, 8 − 1 − 5 Minimums, 5 − 4 − 54 Decompression Sickness, 8 − 1 − 5 Priority, 5 − 4 − 66 Facts, Pilots, 8 − 1 − 1 Flight, Ear Block, 8 − 1 − 4 Laser Operations, 7 − 6 − 12 Illness, 8 − 1 − 1 LDA. See Localizer − Type Directional Aid Medication, 8 − 1 − 1 Leased Aircraft, 4 − 2 − 5 Sinus Block, 8 − 1 − 4 Meteorology, 7 − 1 − 1 LED Lighting Systems, 2 − 2 − 2 ATC InFlight Weather Avoidance, 7 − 1 − 40 Light Signals, Traffic Control, 4 − 3 − 19 Automated Surface Observing System, 7 − 1 − 31 Lighting Categorical Outlooks, 7 − 1 − 22 Aeronautical Light Beacons, 2 − 2 − 1 Clear Air Turbulence, 7 − 1 − 50 Aids Cloud Heights, Reporting, 7 − 1 − 43 Airport, 2 − 1 − 1 Drizzle, Intensity, 7 − 1 − 44 Approach Light Systems, 2 − 1 − 1 FAA Weather Services, 7 − 1 − 2 Control of Lighting Systems, 2 − 1 − 9 ICAO, Weather Formats, 7 − 1 − 67 In − Runway Lighting, 2 − 1 − 6 Icing, Airframe, 7 − 1 − 46 Pilot Control of Airport Lighting, 2 − 1 − 9 Inflight Aviation Weather Advisories, 7 − 1 − 11 Runway End Identifier Lights, 2 − 1 − 6 Inflight Weather Broadcasts, 7 − 1 − 22 Taxiway Lights, 2 − 1 − 13 Microbursts, 7 − 1 − 50 Airport/Heliport Beacons, 2 − 1 − 12 National Weather Service, Aviation Weather Service, Code Beacon, 2 − 2 − 1 7 − 1 − 1 I − 7 Index AIM 9/5/24 [References are to page numbers] Pilot Weather Reports, 7 − 1 − 44 ADIZ, 5 − 6 − 1 Precipitation, Intensity, 7 − 1 − 44 ADIZ Requirements, 5 − 6 − 2 Preflight Briefing, 7 − 1 − 8 Civil Aircraft Operations, 5 − 6 − 4 Defense Area, 5 − 6 − 1 Runway Visual Range, 7 − 1 − 42 Requirements, 5 − 6 − 1 Thunderstorms, 7 − 1 − 62 Flying, 7 − 1 − 62 Territorial Airspace, 5 − 6 − 1 Turbulence, 7 − 1 − 48 National Security Areas, 3 − 4 − 3 Visibility, Reporting, 7 − 1 − 44 NAVAID Weather, Radar Services, 7 − 1 − 36 Identifier Removal During Maintenance, 1 − 1 − 20 Weather Observing Programs, 7 − 1 − 27 Maintenance, 1 − 1 − 20 Wind Shear, 7 − 1 − 49 Service Volumes, 1 − 1 − 6 Military NOTAMs, 5 − 1 − 5 User Report, 1 − 1 − 20 with Voice, 1 − 1 − 20 Military Operations Areas, 3 − 4 − 2 Navigation, Aids, 1 − 1 − 1 Military Training Routes, 3 − 5 − 1 Nondirectional Radio Beacon, 1 − 1 − 1 IFR, 3 − 5 − 2 Radio, VHF Omni − directional Range, 1 − 1 − 1 VFR, 3 − 5 − 2 Navigation Specifications (Nav Specs), 1 − 2 − 5 Minimum, Fuel Advisory, 5 − 5 − 9 Navigational Minimum Safe Altitudes, 5 − 4 − 8 Aids Minimum Turning Altitude (MTA), 5 − 3 − 19 Radio Distance Measuring Equipment, 1 − 1 − 5 Minimum Vectoring Altitudes, 5 − 4 − 18 Doppler Radar, 1 − 1 − 22 Minimums Identifier Removal During Maintenance, 1 − 1 − 20 Approach, 5 − 4 − 54 Instrument Landing System, 1 − 1 − 11 Instrument Landing Systems, 1 − 1 − 16 Localizer − Type Directional Aid, 1 − 1 − 13 Landing, 5 − 4 − 54 Long Range Navigation, 1 − 1 − 21 Navaid Service Volumes, 1 − 1 − 6 Missed Approach, 5 − 4 − 58 NAVAIDs with Voice, 1 − 1 − 20 MOA. See Military Operations Areas Simplified Directional Facility, 1 − 1 − 18 Tactical Air Navigation, 1 − 1 − 4 Mountain Flying, 7 − 6 − 5 VHF Omni − directional Range/Tactical Air Mountain Wave, 7 − 6 − 6 Navigation, 1 − 1 − 5 User Report, 1 − 1 − 20 Mountainous Areas, 5 − 6 − 14 Inertial Navigation System, 1 − 1 − 21 MSA. See Minimum Safe Altitudes NDB. See Nondirectional Radio Beacon MTA. See Minimum Turning Altitude (MTA) Near Midair Collision, 7 − 7 − 3 Multicom, 4 − 1 − 8 NGA. See National Geospatial − Intelligence Agency MVA. See Minimum Vectoring Altitudes NMAC. See Near Midair Collision Non − Charted Airspace Areas, 3 − 5 − 10 Nondirectional Radio Beacon, 1 − 1 − 1

N

Nonmovement Area Boundary Markings, 2 − 3 − 22 National Forests, 7 − 5 − 1 NOTAM. See Notice to Air Missions (NOTAM) National Geospatial − Intelligence Agency (NGA), Notice to Air Missions 5 − 4 − 7 NOTAM Contractions, 5 − 1 − 7 National Parks, 7 − 5 − 1 NOTAM D, 5 − 1 − 4 National Refuges, 7 − 5 − 1 Notice to Air Missions (NOTAM), 5 − 1 − 3 National Security, 5 − 6 − 1 Notice to Air Missions (NOTAM) System, 5 − 1 − 3 I − 8 Index 9/5/24 AIM [References are to page numbers] Limitations, 5 − 4 − 34

O

Procedures Obstacle Departure Procedures, 5 − 2 − 7 Arrival, 5 − 4 − 1 En Route, 5 − 3 − 1 Obstruction Alert, 4 − 1 − 13 Instrument Approach, 5 − 4 − 29 Obstruction Light, 2 − 2 − 1 Interception, 5 − 6 − 9 Operation Take − off, 4 − 1 − 2 Prohibited Areas, 3 − 4 − 1 Operational Information System (OIS), 5 − 1 − 9 Publications, Aeronautical, 9 − 1 − 1 Option Approach, 4 − 3 − 28 Pulsating Visual Approach Slope Indicator, 2 − 1 − 5

P

R

P − static, 7 − 6 − 11 Radar Air Traffic Control Radar Beacon System, 4 − 5 − 3 PAN − PAN, 6 − 3 − 1 Airport Route Surveillance Radar, 4 − 5 − 10 PAPI. See Precision Approach Path Indicator Airport Surveillance Radar, 4 − 5 − 10 Approach Control, 5 − 4 − 4 PAR. See Precision Approach; Precision Approach Approaches, 5 − 4 − 37 Radar Capabilities, 4 − 5 − 1 Parachute Jumps, 3 − 2 − 2 , 3 − 5 − 5 Doppler, 1 − 1 − 22 Performance − Based Navigation (PBN), 1 − 2 − 1 Limitations, 4 − 5 − 1 Monitoring of Instrument Approaches, 5 − 4 − 38 Phonetic Alphabet, 4 − 2 − 6 Precision Approach, 4 − 5 − 10 Pilot Precision Approach Radar, 4 − 5 − 10 Authority, 6 − 1 − 1 Surveillance, 4 − 5 − 10 Responsibility, 4 − 1 − 17 , 4 − 4 − 1 , 4 − 4 − 4 , 5 − 4 − 64 , Radar Assistance to VFR Aircraft, 4 − 1 − 14 5 − 5 − 1 , 6 − 1 − 1 , 7 − 4 − 7 Radar Beacon, Phraseology, 4 − 1 − 21 Pilot Control of Airport Lighting, 2 − 1 − 9 Radar Sequencing and Separation, VFR Aircraft, Pilot Visits to Air Traffic Facilities, 4 − 1 − 1 TRSA, 4 − 1 − 16 Pilot Weather Reports, 7 − 1 − 44 Radar Traffic Information Service, 4 − 1 − 11 Piracy, Air, Emergency, 6 − 3 − 7 Radio, Communications, 4 − 2 − 1 PIREPs. See Pilot Weather Reports Altitudes, 4 − 2 − 7 Contact Procedures, 4 − 2 − 2 Planning for Cold Temperature, Cold Temperature, Directions, 4 − 2 − 7 7 − 3 − 1 Inoperative Transmitter, 4 − 2 − 9 Position Reporting, 5 − 3 − 13 Phonetic Alphabet, 4 − 2 − 6 Receiver Inoperative, 4 − 2 − 9 Pre − Departure Clearance Procedures, 5 − 2 − 1 Speeds, 4 − 2 − 8 Precipitation Static, 7 − 6 − 11 Student Pilots, 4 − 2 − 5 Technique, 4 − 2 − 1 Precision Approach, 5 − 4 − 37 Time, 4 − 2 − 8 Precision Approach Path Indicator, 2 − 1 − 4 Transmitter and Receiver Inoperative, 4 − 2 − 9 Precision Approach Radar, 4 − 5 − 10 VFR Flights, 4 − 2 − 9 Precision Approach Systems, 1 − 1 − 41 RCLS. See Runway Centerline Lighting Preflight, Preparation, 5 − 1 − 1 Receiver, VOR, Check, 1 − 1 − 3 Priority, Landing, 5 − 4 − 66 REIL. See Runway End Identifier Lights Procedure Turn, 5 − 4 − 31 REL. See Runway Entrance Lights I − 9 Index AIM 9/5/24 Release Time, 5 − 2 − 5 Edge Light Systems, 2 − 1 − 6 End Identifier Lights, 2 − 1 − 6 Remote Airport Advisory (RAA), 3 − 5 − 1 Entrance Lights, 2 − 1 − 7 Remote Airport Information Service (RAIS), 3 − 5 − 1 , Centerline Lighting System, 2 − 1 − 6 4 − 1 − 5 Status Light (RWSL) System, 2 − 1 − 7 , 2 − 1 − 8 Reporting Radio/Radar Altimeter Anomalies, 7 − 6 − 1 RWSL System, Runway Status Light (RWSL) System.

See Runway Status Light (RWSL) System Required Navigation Performance (RNP), 5 − 4 − 24 Runway, Visual Range, 7 − 1 − 42 Required Navigation Performance (RNP) Operations, 5 − 1 − 19 , 5 − 5 − 9 Runways, Use, 4 − 3 − 8 RVR. See Runway Visual Range Rescue Coordination Center Air Force, 6 − 2 − 5 Alaska, 6 − 2 − 5 Coast Guard, 6 − 2 − 5

S

Joint Rescue, Hawaii, 6 − 2 − 6 Safety Reservations, Airport, 4 − 1 − 22 Alert, 5 − 5 − 4 Responsibility Alerts, 3 − 2 − 1 Controller, 5 − 3 − 20 , 5 − 4 − 64 , 5 − 5 − 1 Aircraft Conflict, 3 − 2 − 1 Pilot, 4 − 1 − 17 , 4 − 4 − 1 , 4 − 4 − 4 , 5 − 4 − 64 , 5 − 5 − 1 , 6 − 1 − 1 , Mode C Intruder, 3 − 2 − 1 7 − 4 − 7 Terrain/Obstruction, 3 − 2 − 1 Aviation, Reporting, 7 − 7 − 1 Restricted Areas, 3 − 4 − 1 Seaplane, 7 − 6 − 8 Restrictions Safety Alert, 4 − 1 − 13 Departure, 5 − 2 − 5 Aircraft Conflict Alert, 4 − 1 − 14 Flight, Temporary, 3 − 5 − 3 Obstruction Alert, 4 − 1 − 13 RNAV, 5 − 1 − 14 Terrain Alert, 4 − 1 − 13 RNP AR (Authorization Required) Instrument SAR. See Search and Rescue Procedures, 5 − 4 − 52 Scanning Techniques, Visual, 4 − 4 − 12 Route Scuba Diving, Decompression Sickness, 8 − 1 − 5 Coded Departure Route, 4 − 4 − 3 Course Changes, 5 − 3 − 18 SDF. See Simplified Directional Facility Seaplane, Safety, 7 − 6 − 8 Route System, 5 − 3 − 16 Search and Rescue, 6 − 2 − 1 , 6 − 2 − 4 Runway Aiming Point Markings, 2 − 3 − 2 Security Identification Display Area, 2 − 3 − 35 Centerline Markings, 2 − 3 − 2 See and Avoid, 5 − 5 − 5 Closed Lighting, 2 − 3 − 23 Separation Marking, 2 − 3 − 23 IFR, Standards, 4 − 4 − 8 Condition Reports, 4 − 3 − 13 Runway, 4 − 4 − 11 Demarcation Bar, 2 − 3 − 4 Visual, 4 − 4 − 11 , 5 − 5 − 7 Designators, 2 − 3 − 2 Wake Turbulence, 7 − 4 − 8 Holding Position Markings, 2 − 3 − 14 Sequenced flashing lights (SFL), 2 − 1 − 9 Markings, 2 − 3 − 1 SFL. See Sequenced flashing lights Separation, 4 − 4 − 11 Shoulder Markings, 2 − 3 − 3 SIDA. See Security Identifications Display Area Side Stripe Markings, 2 − 3 − 3 Side − Step Maneuver, 5 − 4 − 54 Signs, Distance Remaining, 2 − 3 − 34 Threshold Bar, 2 − 3 − 4 Signs Threshold Markings, 2 − 3 − 3 Airport, 2 − 3 − 1 Touchdown Zone Markers, 2 − 3 − 2 Half − Way, 7 − 6 − 7 Runway Simplified Directional Facility, 1 − 1 − 18 I − 10 Index 9/5/24 AIM Single Flights Conducted With Both VFR and IFR Lighting, 2 − 3 − 23 Flight Plans, 5 − 1 − 16 Marking, 2 − 3 − 23 Edge Markings, 2 − 3 − 7 Sinus Block, 8 − 1 − 4 Geographic Position Markings, 2 − 3 − 12 Small Unmanned Aircraft System (sUAS), 11 − 2 − 1 Holding Position Markings, 2 − 3 − 14 Markings, 2 − 3 − 1 , 2 − 3 − 7 Space Launch and Reentry Area, 7 − 6 − 17 Shoulder Markings, 2 − 3 − 8 Special Air Traffic Rules (SATR), 3 − 5 − 9 Surface Painted Direction Signs, 2 − 3 − 11 Surface Painted Location Signs, 2 − 3 − 12 Special Flight Rules Area (SFRA), 3 − 5 − 9 Washington, DC, 3 − 5 − 10 Taxiway Centerline Lead − Off Lights, 2 − 1 − 6 Special Instrument Approach Procedures, 1 − 1 − 41 , Taxiway Lights, 2 − 1 − 13 5 − 4 − 31 Centerline, 2 − 1 − 13 Clearance Bar, 2 − 1 − 13 Special Traffic Management Programs, 4 − 1 − 22 Edge, 2 − 1 − 13 Special Use Airspace, 3 − 4 − 1 Runway Guard, 2 − 1 − 13 Alert Areas, 3 − 4 − 2 Stop Bar, 2 − 1 − 13 Controlled Firing Areas, 3 − 4 − 2 TCAS. See Traffic Alert and Collision Avoidance Military Operations Areas, 3 − 4 − 2 System Prohibited Areas, 3 − 4 − 1 Restricted Areas, 3 − 4 − 1 TDWR. See Terminal Doppler Weather Radar Warning Areas, 3 − 4 − 2 TDZL. See Touchdown Zone Lights Special VFR Clearances, 4 − 4 − 3 TEC. See Tower En Route Control Speed, Adjustments, 4 − 4 − 8 , 5 − 5 − 5 Temporary Flight Restrictions, 3 − 5 − 3 Spoofing, 1 − 2 − 10 Terminal Arrival Area (TAA), 5 − 4 − 9 Standard Instrument Departures, 5 − 2 − 7 Terminal Doppler Weather Radar (TDWR), 4 − 3 − 12, 7 − 1 − 55 Standard Terminal Arrival, 5 − 4 − 1 Terminal Radar Service Areas, 3 − 5 − 9 STAR. See Standard Terminal Arrival Terminal Radar Services for VFR Aircraft, 4 − 1 − 15 sUAS. See Small Unmanned Aircraft System (sUAS) Terminal Weather Information For Pilots System Surface Painted Holding Position Signs, 2 − 3 − 15 (TWIP), 7 − 1 − 59 Surveillance Approach, 5 − 4 − 37 Terrain Alert, 4 − 1 − 13 Surveillance Radar, 4 − 5 − 10 THL. See Takeoff Hold Lights Surveillance Systems, 4 − 5 − 1 Time Clearance Void, 5 − 2 − 5 Release, 5 − 2 − 5

T

TIS. See Traffic Information Service TIS − B. See Traffic Information Service − Broadcast TACAN. See Tactical Air Navigation Touchdown Zone Lights (TDZL), 2 − 1 − 6 Tactical Air Navigation, 1 − 1 − 4 Tower, Antenna, 7 − 6 − 3 TAF. See Aerodrome Forecast Tower En Route Control, 4 − 1 − 17 Takeoff Hold Lights (THL), 2 − 1 − 8 Traffic Takeoffs, Intersection, 4 − 3 − 15 Advisories, 5 − 5 − 6 Taxi Local Flow Traffic Management Program, 5 − 4 − 3 Clearance, 5 − 2 − 2 Traffic Advisory Practices, Airports Without Operating During Low Visibility, 4 − 3 − 25 Control Towers, 4 − 1 − 2 Taxiway Traffic Alert and Collision Avoidance System, 4 − 4 − 13 Centerline Markings, 2 − 3 − 7 Closed Traffic Control Light Signals, 4 − 3 − 19 I − 11 Index AIM 9/5/24 Traffic Information Service, 4 − 5 − 12 UAS Traffic Management (UTM), 11 − 4 − 8 Waivers to 14 CFR Part 107, 11 − 4 − 1 Traffic Information Service (TIS), 4 − 4 − 14 Best Practices, 11 − 8 − 1 Traffic Information Service − Broadcast , 4 − 5 − 23 Environmental, 11 − 8 − 3 Night Operations, 11 − 8 − 1 Traffic Patterns, 4 − 3 − 3 Emergency UAS Authorizations, 11 − 8 − 3 Transponder Operation General, 11 − 1 − 1 ADS − B Out Operation, 4 − 1 − 18 Access to the National Airspace System (NAS), 11 − 1 − 1 Automatic Altitude Reporting, 4 − 1 − 19 Large UAS, 11 − 3 − 1 Code Changes, 4 − 1 − 20 Emerging Large UAS Civil Operations, 11 − 3 − 5 Emergency, 6 − 2 − 1 Exemptions Under 49 USC 44807, 11 − 3 − 4 Ident Feature, 4 − 1 − 20 Large Public UAS Operations, 11 − 3 − 1 Tri − Color Visual Approach Slope Indicator, 2 − 1 − 4 Operations on Airports, 11 − 7 − 1 Pilot Testing, Certification and Responsibilities, TRSA. See Terminal Radar Service Areas 11 − 5 − 1 Turbulence, Wake, 7 − 4 − 1 14 CFR Part 135, 11 − 5 − 3 Air Traffic Separation, 7 − 4 − 8 14 CFR Part 137, 11 − 5 − 3 Development and New Capabilities, 7 − 4 − 9 Foreign Pilot Certification, 11 − 5 − 3 Helicopters, 7 − 4 − 6 Large Civil UAS, 11 − 5 − 3 Pilot Responsibility, 7 − 4 − 7 PAOs, 11 − 5 − 3 Vortex Behavior, 7 − 4 − 2 Part 107 and Recreational Flyers, 11 − 5 − 1 Vortex Generation, 7 − 4 − 1 Public Aircraft Operations (PAOs), 11 − 5 − 3 Vortex Strength, 7 − 4 − 1 Precautions, 11 − 8 − 1 Flight Near Manned Aircraft, 11 − 8 − 1 TWIP. See Terminal Weather Information For Pilots Flight Over or Near People, 11 − 8 − 1 System Flight Over or Near Vehicles, 11 − 8 − 1 Resources, 11 − 8 − 4 Small Unmanned Aircraft System (sUAS), 11 − 2 − 1

U

Part 107 sUAS, 11 − 2 − 1 Recreational Flyers, 11 − 2 − 1 UAS. See Unmanned Aircraft Systems (UAS) Registration Requirements, 11 − 2 − 1 Special Government Interest (SGI) Airspace Waivers, Ultralight Vehicles, 3 − 2 − 1 11 − 8 − 3 Uncontrolled Airports, IFR Clearances, 5 − 2 − 2 Urgency, 6 − 3 − 1 Unicom, 4 − 1 − 8 Unidentified Flying Object (UFO) Reports, 7 − 7 − 3

V

Unmanned Aircraft, 7 − 6 − 4 VASI. See Visual Approach Slope Indicator Unmanned Aircraft Systems (UAS), 11 − 1 − 1 VDP. See Visual Descent Points Accidents and Incidents, 11 − 8 − 2 Vectors, 5 − 5 − 4 Advanced Air Mobility, 11 − 6 − 1 Vehicle Roadway Markings, 2 − 3 − 19 Air Traffic Control (ATC), 11 − 8 − 1 Airspace Access, 11 − 4 − 1 VFR Corridors, 3 − 5 − 7 14 CFR Part 107, 11 − 4 − 1 VFR Flights in Terminal Areas, 4 − 3 − 21 14 CFR Part 135, 11 − 4 − 4 VFR Flyways, 3 − 5 − 6 14 CFR Part 137, 11 − 4 − 4 VFR Military Training Routes, 3 − 5 − 2 14 CFR Part 89, 11 − 4 − 3 Airspace Restrictions To Flight, 11 − 4 − 6 VFR Transition Routes, 3 − 5 − 7 FAA − Recognized Identification Areas, 11 − 4 − 3 VFR − on − Top, 5 − 5 − 8 FRIAs, 11 − 4 − 3 VHF Omni − directional Range, 1 − 1 − 1 PAO, 11 − 4 − 2 Minimum Operational Network (MON), 1 − 1 − 2 Public Aircraft Operations, 11 − 4 − 2 Recreational Flyers, 11 − 4 − 1 VHF Omni − directional Range/Tactical Air Navigation, Remote Identification, 11 − 4 − 3 1 − 1 − 5 I − 12 Index 9/5/24 AIM Visual VORTAC. See VHF Omni − directional Range/Tactical Air Navigation Approach, 5 − 4 − 64 , 5 − 5 − 6 Clearing Procedures, 4 − 4 − 12 VR. See VFR Military Training Routes Glideslope Indicators, 2 − 1 − 1 Scanning Techniques, 4 − 4 − 12 Separation, 4 − 4 − 11 , 5 − 5 − 7 Visual Approach Slope Indicator, 2 − 1 − 1

W

Visual Climb Over Airport, 5 − 2 − 10 Waivers, 4 − 1 − 22 Visual Descent Point, 5 − 4 − 20 Wake, Turbulence, 7 − 4 − 1 Visual Meteorological Conditions (VMC), 5 − 2 − 7 Warning Areas, 3 − 4 − 2 VOCA. See Visual Climb Over Airport Void Times, Clearance, 5 − 2 − 5 Weather, ICAO, Weather Formats, 7 − 1 − 67 Volcanic, Ash, 7 − 6 − 9 Weather Reconnaissance Area (WRA), 3 − 5 − 10 Volcanic Activity Reporting, Forms. See Appendix 2 Weather Systems Processor (WSP), 4 − 1 − 23 , 4 − 3 − 12, 7 − 1 − 56 VOR See also VHF Omni − directional Range Receiver Check, 1 − 1 − 3 WSP. See Weather System Processor; Weather Systems VOR Receiver Checkpoint Markings, 2 − 3 − 19 Processor (WSP) I − 13 Index